Professional Documents
Culture Documents
Le Mans 2014
CONTENTS/COMMENT
CONTENTS
5
NEWS
The latest on Porsches rear bodywork, plus Strakkas withdrawal
RACE ANALYSIS
An analysis of the opening races of the WEC
12
18
TOYOTA TS040
Could this be Toyotas year?
24
33
36
CORVETTE C7R
American muscle car makes Le Mans debut
42
FERRARI 458
Revisiting the moment Ferraris new car was first unveiled
51
52
56
NISSAN ZEOD
Peter Wrights analysis of this revolutionary carv
60
40KG POWERPLANT
RML developed a lightweight engine to produce 400bhp
66
DATABYTES
Cosworth on dealing with the data at Le Mans, 2014
EDITED BY: Andrew Cotton, Sam Collins and Kevin Younger
DESIGN: Dave Oswald
LE MANS 2014 3
LE MANS NEWSDESK
Flexing body panels or movable aero? All the LMP1 teams may be in breach of regs, but the Porsches are the most noticeable
4 LE MANS 2014
The race debut of the brand new Strakka-DOME S103 has again
been delayed, this time due to a heavy crash. In the week leading
up to the Le Mans test day the Strakka team was conducting
performance tests to validate its low drag aerodynamic
configuration when a crash at the notorious Eau Rouge corner
curtailed running. The resulting damage was too severe for the
team to prepare for the Le Mans 24 Hours this year. The car will
make its WEC debut later in the season.
The car has been designed by Japanese firm DOME and is
thought to be one of the most aerodynamically advanced LMP2
spec cars ever built. Construction of the car is handled by the
English Strakka team at their Silverstone base.
LE MANS NEWSDESK
6 LE MANS 2014
RACE ANALYSIS
8 LE MANS 2014
Developments at Spa
TABLE HEADLINE
No.
1
2
7
8
14
20
Car
Audi R18 e-tron Quattro
Audi R18 e-tron Quattro
Toyota TS040 Hybrid
Toyota TS040 Hybrid
Porsche 919 Hybrid
Porsche 919 Hybrid
Driver
Di Grassi
Lotterer
Wurz
Buemi
Jani
Bernhard
Best
1m 44.656s
1m 44.217s
1m 44.326s
1m 44.708s
1m 45.452s
1m 45.245s
Average
1m 46.104s
1m 45.903s
1m 45.933s
1m 46.304s
1m 47.223s
1m 46.733s
TABLE HEADLINE
No.
Car
Driver
Best
Average
Trluyer
1m 43.995s
1m 45.691s
McNish
1m 43.710s
1m 45.326s
Wurz
1m 44.296s
1m 47.711s
Davidson
1m 44.047s
1m 46.681s
8
14 / 20
7
1
Spa
2m 03.289s
2m 03.602s
2m 03.774s
2m 04.153s
Silverstone
1m 46.981s
1m 48.414s
1m 46.733s
TABLE HEADLINE
Manufacturer
Audi
Toyota
Porsche
LE MANS 2014 9
TEST REPORT
SPA FIRST-SECOND HALF AVERAGES
Spa
Audi
Toyota
Porsche
1
2
3
7
8
14
20
Toyota
Porsche
1
2
3
7
8
14
20
0.70%
1.10%
1.28%
0.39%
0.00%
0.25%
0.97%
Sector 2
Les Combes to Stavelot
56.271s
56.360s
57.913s
57.398s
57.180s
57.751s
58.249s
Sector 3
Stavelot to SF
31.846s
32.017s
31.491s
31.105s
31.016s
30.749s
31.013s
Had it not been for the two slow laps that Romain Dumas
was forced to complete at Spa, Porsche would certainly
have improved on its third place at Silverstone
This compares with a whopping 1.6 per cent
difference at Silverstone. Had it not been for the
two slow laps that Romain Dumas was forced to
complete at Spa, then Porsche would certainly
have improved on its third place at Silverstone.
10 LE MANS 2014
Toyota on target
Hidden clues
Generation H
Audi has launched its brand new R18, which couples
the firms tried-and-tested diesel engine with
an electro-magnetic flywheel.
By ANDREW COTTON
Drama in KERS
LE MANS 2014 13
Weighty issues
monocoque, everywhere.
At the Geneva Show in March, Audi
announced that it would not run the MGU-H
on the grounds of weight distribution.
Engineers estimate that the diesel engine
is up to 50kg heavier than petrol and, while
this is compensated in the regulations, it still
prevented them from debuting the MGU-H. It
is the right way to go, but it is a tough way to
go, said Laudenbach of the technology.
If you have an MGU in the exhaust system,
you will always be in the situation to use it as
energy recovery as a boost, but it costs you
energy. You can use it for an anti-lag if you have
a problem with it, because it is not the most
efficient way of using it. As a first step, you would
be happy if you dont need it.
LE MANS 2014 15
Power Unit
Larger crash structures are needed in the new regulations, and in the case of the new R18, this extends beyond the end of the rear bodywork
HYBRID DEVELOPMENT
16 LE MANS 2014
Different manufacturers have different solutions to the shape of the cockpit, as per the new regulations heres Audis
Energy recovery
LASER LIGHTS
LE MANS 2014 17
Agent K
LE MANS 2014 19
The Toyota hybrid system features a Nisshinbo capacitator, and delivers 354kW/480PS
The floor of the Toyota TS040 does not offer up too many secrets.
Regulations around the front wheel area are more free than in 2013
Mapping it out
The TS040 with one of two aero configurations in testing at Paul Ricard at the start of the season
Power Unit
In testing
The front motor has long since been developed the original plan was to run it during the 2012 season
THS-R DEVELOPMENT
Toyotas racing hybrid programme stepped up in 2007 with the Supra HVR GT. Yoshiaki Kinoshita started the project,
development was handled by Hisatake Murata
22 LE MANS 2014
TECH SPEC
220kW Denso MGU in between the engine and
gearbox. The electric energy regenerated during
braking by the MGU was stored in a Nisshinbo
super-capacitor installed on the passenger-side
of the car. The capacitor was kept at operating
temperature by a water-cooling system and
controlled by a Denso inverter system mounted
on top of the capacitor.
The weight of the hybrid system was less
than Toyota had targeted. They were able to
reduce the size and weight of the rear MGU
without compromising on power, thanks to a
reworking of the rotor magnet arrangement. This
technology is expected to also downsize massproduction hybrid system without losing power.
At the start of development, Toyota was
building a four-wheel regeneration system
with an Aisin AW MGU installed at the front.
But a regulation change meant that four-wheel
regeneration was no longer permitted and
the power released in between two braking
points was limited to 0.5MJ, down from the
original 1MJ. Therefore, Toyota decided to focus
on the rear MGU, which delivered the biggest
performance gain.
A hybrid system is not all about electrical
parts, as the engine is an integral part that can
contribute to system downsizing and energy
efficiency improvement. For example, of the
energy required for driving a lap in the Le Mans
24 Hours, 95 per cent of the 13.629km at Circuit
de la Sarthe is powered by the engine, with the
MGU responsible for the remaining 5 per cent.
LIGHTER WEIGHT
Toyota TS040
LE MANS 2014 23
Porsche
back to the big time
Stuttgart manufacturer unveils the technical details behind its
ambitious 919 Hybrid, and explains what went wrong in testing
By ANDREW COTTON
24 LE MANS 2014
First steps
Top: highlighting the MGU-K (front) and MGU-H (rear) on the 919 Hybrid, and how they connect to the li-ion battery. The front generator is operated as
a single electric motor and drives the front wheels via a differential. This gives the car a temporary all-wheel drive system
Above: the aggressive aerodynamic solutions at the front led to a bulge in the roof to meet with new cockpit regulations
Bad vibes
Economy drive
Brake system
28 LE MANS 2014
Porsches new LMP1 entry marks a welcome return to the class after a 16-year absence, following victory in 1998
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Email: enquiries@mussett.co.uk
Questions asked
The front bumper more closely resembles the aero kit that the manufacturer
raced at Le Mans last June, as Porsche sought better aero balance
The cars new aero balance meant a change to the front and rear suspension kinematics,
although Porsche has denied that the 2014 model has a new rear axle
New air intakes for the engine may have slightly increased power, but
certainly not enough for engineers to start boasting
Wider wing and wider rims were crucial to managing the rear tyre wear with the 991.
Porsche required waivers in both cases
Whats the
secret
Whats
theCups
about the new
911 GT3
secret
new brakes?
about the new 911 GT3 Cups
new brakes?
Its Quicker.
Its Quicker.
CORVETTE C7R
Stingrays
big brother
Corvette Racing used the 2014 Daytona 24 hours to debut
the lighter and stiffer follow-up to the award-winning C6R
By ANDREW COTTON
LE MANS 2014 37
CORVETTE C7R
The aluminum frame structure of the Stingray, with greater torsional rigidity to improve ride and handling
The production Stingray features a 6.2-litre V8 engine, while the C7R has the 5.5-litre which ran in the C6R
The C7R features a new cradle at the front and the rear for the engine and the gearbox. They are more robust
38 LE MANS 2014
Clear correlation
DRIVERS VIEW
Blind spot
There have been times that we have
been very close to an LMP car and
not been sure exactly where it is, says
Gavin. This system allows us to look
very quickly at a screen and see exactly
where it has gone, as it will be in our
blind spot. You can tell on the screen
people gaining on you. In the rain and
at night, you have lights behind you
and you dont know how far back they
are, so this can give you an idea, and
help you to work out if they are going
to get you before the next corner.
There are lots of different systems,
and it does get to be an overload,
but it is good. It needs refining, but it
works for us, and I think you will see a
lot of teams going in this direction. It
keeps us safer on the track particularly
at a place like Le Mans which is so big
that you cannot get enough spotters,
The new Corvette system features a Bosch radar sensor that can track up to 32 objects while working in tandem with a camera
LE MANS 2014 39
CORVETTE C7R
The philosphy of the suspension is carried over from the C6R, but
aside from the engine and gearbox, there arent any common parts
There are always things that you want to
do things that are going to add weight, so you
are easily able to absorb that, says Fehan. They
were the production numbers. You do all your
FEA on it, and are tempted to put in that extra
bar in the roll cage that will increase stiffness
just a little bit, but you hate to add the weight
because it is high up. Here we didnt have to
do that.
By regulation the GT cars have to run an
air conditioning system, and the Pratt & Miller
The team has used production parts to build the air con system at the rear, largely taken from the Chevrolet Volt
The C7R has a new side impact protection system, made from carbon Kevlar with an expanded honeycomb interior
40 LE MANS 2014
FUEL CELLS
REFUELLING EQUIPMENT
C
CM
MY
CY
CMY
sales@atlltd.com
+44(0)1908 351700
Fewer horses
more prancing
Ferrari introduced the F458 for the 2011 season and it has
proven to be phenomenally successful against established
opposition. First run in REV21N6, Racecar Engineering talked
to Michelotto about the development
By MARSHALL PRUETT
42 LE MANS 2014
FERRARI F458
So we tried as much as possible on the engine
to reduce weight without making crazy things,
because it is a GT class for customers, not a
works team.
Less power
44 LE MANS 2014
Looks familiar
Aero changes
The whole suspension and chassis has been re-engineered, and attention
has been paid to keeping weight as low as possible in the chassis
Gone are the production suspension components of the 430, in their place
a purpose -designed race set up, with fabricated uprights and control
arms
LE MANS 2014 45
CM
MY
CY
CMY
www.jacobs.com
Dynamic Engineering
FERRARI F458
The 458s multi-link suspension underwent the most radical re-design of all, with revised geometry and optimised c of g and polar moment of inertia, making the new car an entirely different handling
racecar to the 430 it replaces
Electronic switch
Driving impressions
TYRE CHOICE
The Italian AF Corse team ran Ferraris new bodykit at the
Le Mans test day following the balance of performance
testing at Ladoux, France
TECH SPEC
Length: 4518mm
Width: 2036mm
Height: 1160mm
48 LE MANS 2014
Wheelbase: 2650mm
Front track: 1720mm
Rear track: 1688mm
Dry weight: 1245kg
Tyres: front 325/650-18 Pirelli or 300/650-18
Michelin or 300/660-18 Dunlop;
rear 325/705-18 Pirelli or 310/710-18 Michelin or
310/710-18 Dunlop
Engine: naturally aspirated, 90-degree V8; 4498cc;
direct injection
Block: aluminium
Bore: 94mm
Stroke: 81mm
Maximum power: 346.75Kw (465bhp) at 6250rpm
Maximum torque: 520Nm at 5750rpm
Transmission: Hewland six- speed sequential
GETECN.indd 1
3/12/09 12:36:06
Heavy-duty
spherical bearings and rod ends
for motorsport
s
Power Precision
Passion
10/12/09 12:36:55
Ad-Vantage Aston
Aston Martin introduced an impressive update to its GTE entry in 2013
EQUIVALENCE OF TECHNOLOGY
revolution
Fuelling
FTF balances gasoline and fuel engine efficiencies. FTF is computed in 2 different wa
allocated energy computation (FTF average) or maximum flow computation (FTF max):
Among the
new
regulation
changes
this year,
FIA-ACO
Among
thehuge
hugeraft
raftofof
new
regulation
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this the
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has come
interesting
method
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upanan
interesting
method
of regulating
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By RICARDO DIVILA
With :
BSFC Average i s t h e Best-in-Class
TT
interesting one
involves the engine specs
and a goal to
car. And thisplus
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Management
Process
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considering the gain over
the last 20 years
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by controlling
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oxidiser
the engine
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the most
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primordial.
(turbo/NA)
and
capacity
Average
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way:
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per
had available,
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eter
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a welcome move,one,
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changing
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other car. The
xplains
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willmanufacturer's
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all also
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ains howinFIA
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gain
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Previousrace
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Control Process V03
FIA
Torque Meter
lap, andrelevance
also using
the F1
method
over thelast 20
years
was
a
being
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to road
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This
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one,
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P Corr(t) is the corrected power [kW]
Control
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of limiting
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20
environment.
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C(t) is the instantaneous Fuel Consumption given by the fuel flow meter [g/s]
chnology
(FTF)
Both integrals will be computed when P Corr(t) is positive and outside braking zon
THEFactor
FUEL TECHNOLOGY
FACTOR (FTF)
nology Factor (FTF)
LT is lap time [s]
on
1 Definition
2 Measurement
fuel the
flow)C(t) signal (instantaneous fuel flow)
Fuel flow meter delivering
Torque meter delivering the T(t) signal (instantaneous ICE torque)
Torque meter delivering
the T(t) signal (instantaneous ICE torque)
Engine rotational speed w(t)
Engine rotational speed
w(t) torque Tcorr(t). Torque meter signal is corrected by the
Corrected
effect of EGERS
( ) : Torque meter signal corrected by the effect of EGERS (
Corrected torque
Instantaneous corrected power is computed this way:
Instantaneous corrected Power is computed this way:
()
()
()
With:
'Best-in-Class'
brake
specific
fuel
BSFC
age i s t he Best-in-Class
Average is theAverage
Brakeaverage
Specific
Fuel
Consumption
on one single lap [g/kWh].
consumption
on
one
single
lap
[g/kWh].
i s t hAverage
e Best-in-Class
Specific
on one
lap [g/kWh].
ass
BSFC is Average
the bestBrake
average
BSFCFuel
on Consumption
one lap whatever
thesingle
appendix
B column
'Best-in-Class' average BSFC is the best average BSFC on one lap
Average BSFC is the best average BSFC on one lap whatever the appendix B column
d.
whatever the appendix B column considered.
ax is the Brake
Specific
Consumption
atconsumption
maximum power
[g/kwh]
BSFC
the brake-specific
fuel
at maximum
Effect of exhaust gas recovery system
@Pmax isFuel
3.
Effect
of
Exhaust3Measurement
Gas
Recovery
System:
power
[g/kwh]
of average true BSFC can be altered by exhaust
snergy
the Brake
Specific
Fuel Consumption at maximum power [g/kwh]
Density
[MJ/kg]
be which
altered
by counter
Exhaust
Gas atRecovery Systems
ED is the energy density [MJ/kg] Measurement of average true
gas BSFC
recoverycan
systems
increase
pressure
gy Density [MJ/kg]
exhaust
and
therefore
decrease
the
efficiency
of
the engine.
pressure at exhaust and thus decrease the efficiency of the engine. This
phenomenon is tak
mputed this
way:
BSFC
This phenomenon is taken into account by FIA by computing an
Average is computed this way:
computing
torque
(see
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uted this way:
P Corr(t) is the corrected power [kW]
instantaneous
corrected
torque.
( ) an instantaneous corrected
( ) ( )
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loss
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zones
me
LT is lap time(s)
Torque loss model to be defined
( ) = estimated torque loss from recovery. Torque loss model to be defined.
s]
ement
April 2014
72 www.racecar-engineering.com
entaverage
pare
Power
52 LE MANS
2014and average Consumption during events, FIA uses:
e average
Power the
andC(t)
average
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during
FIA uses:
meter
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F.fuelevents,
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Technology
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Clear goals
KTFTHE
balances
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K TECHNOLOGY
FACTOR
(KTF) weights. The heaviest technology is handicapped because it does not allow
embedding
the same amount of ERS as the lightest technology.
KTF balances fuel and gasoline engine weights. The heaviest technology is handicapped because it does not allow embedding the same
amount of ERS as the lightest technology
With
if
if
is the weight of the Diesel ICE with the best average BSFC whatever the appendix B column 73
April 2014 www.racecar-engineering.com 73
considered [kg]
LE MANS 2014 53
is the weight of the Gasoline ICE with the best average BSFC whatever the appendix B column
. ERS incentive
EQUIVALENCE
OFOF
TECHNOLOGY
1. Definition
EQUIVALENCE
TECHNOLOGY
dix B has been computed based on the Committee recommendations, in order to conserve an incentive for
S system. Simulated theoretical incentive in Appendix B is:
An additional
20kg (and
reduction in car mass is
The
values of BSFC
THE ERS INCENTIVE
~-0.5s/lap/MJ hybrid
given to necessary
a no-ERS car,
ERSERS)
car weight is
weights
for while
KTF and
now 870kg,
45kg but
less disclosed
than the previous rules.
were
confidential
to the
manufacturers,
Theother
energy
values of theand
ERSais detailed in
dix B is
between
columnsis to be applied
dissuasive
two tables,penalty
one for Le Mans, and a correction
at
Le Mans
in case
of thethe amount
be wrong in case of discrepancies between 2012 and 2014 data (e.g. significant increase of chassis
weight
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proportion of the length of the circuit
e the Appendix
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chassis weight without ICE). In 2014, after having weighed every car, system and component, Commission
relative to the length of the Le Mans circuit
power
for a qualifying lap is now
will decide or not to change the Appendix B in order to conserve the hierarchy.
multiplied by a factor of 1.55, and the amount
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ommittee decision will be based on comparison of the optimum Hybrid LMP1 car weight and in
the
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in
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as
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tory LMP1-H
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minimum regulatory LMP1-H weight (870kg).
LMP1
Technical
Regulations.
the FIA's data against that of
The optimum
Hybrid
car will
weight
be estimated
FIAthis
this way:
ptimum Hybrid
LMP1
car LMP1
weight
bewill
estimated
bybyFIA
way:
will be an will
increase
in lap time,
the There
manufacturers
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out
events
and during
the carsthe
willfirst
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be fast,
but now the
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official
sessions
engines
willtesting
not be run
on a maximum
Where:
before
Le Mans
2014.of developing engines
power mode.
Instead
WOptimum is the optimum Hybrid LMP1 car weight
e:
theinresults
are considered
to they
WBest Chassis is the weight of the lightest chassis whatever the column or the technology (Diesel or
thatIfrun
a maximum
power state,
be correct, they will be maintained
is the considered[kg]
optimum Hybrid LMP1 car weight
Gasoline)
will be run in a state that has much more
until Le Mans. In the event of
WBest ICE is the weight of the lightest ICE whatever the column or the technology (Diesel or Gasoline)
relevance
for our daily driving. Reducing
is the weight of the lightest chassis whatever the column or the technology (Diesel
or Gasoline)
abnormal
results from data
considered [kg]
drag
will
still
be important, but the narrower
measurement or expertise of FIA,
considered[kg]
W8 Best MJ ERS is the weight of 8MJ system computed with the best ERS density [MJ/kg] whatever
body
width
will
reduce frontal
area, despite
emergency meeting
can be held
the
or the technology
(Diesel or Gasoline)
consideredthe
[kg] column or the technology (Dieselanor
is column
the weight
of the lightest
ICE whatever
Gasoline)
having
to
raise
the
driver
for
the
new
with the manufacturers concerned.
visibility
template.
emphasis will shift
The good
pointThe
in this
considered [kg]
from aerowill
development
fuelwill
efficiency,
approach
be that thetoEoT
is the weight of 8MJ system computed with the best ERS density [MJ/kg] whatever
the column
be
transparent
process.
This is
that hasofmuch
more
relevance
for
or 142.1MJ/lap
of diesel
acceleration being
lower
The
EOT than
is defined as anenergy
equivalence
of
butadownforce
will
be affected.
We should
altering the measure
the true
average
BSFC,
or the-1.0g
technology
(Diesel
orby
Gasoline)
considered
described
by the
daily driving.
Reducing drag
at a max
petrol
flow[kg]
of 95.6kg/h,
and lastBSFC,
until
the acceleration
controlled
three factors.
These
are:
expect to see
L/Dsrules:
touching 5, compared
and then the our
FIA corrects
the computation
of
for diesels, and for
will still
be important,
butformula
the
becomes positive
andTechnology
greater thanFactor83.4kg/h
the Fuel
(FTF), K Technology
to the 4.2 to 4.3 today in LM trim.
thethe
instantaneous
torque
by using the
'Models used [are] described
body width
manufacturers, who must run
+0.1g (these Factor
factors(KTF)
being
bythe ERS Incentive.
and
shown in the narrower
FTF calculations
box. will reduce
with disclosed formulas.
frontal area, despite having
two all the way to
vehicle speed calibrated on GPS
So, the average BSFC is hybrids
the ratiofrom
of two
Furthermore,
KTF balances fuel and gasoline
Accelerations sectors information
to raise the driver for the new
8MJ/lap with accordingly reduced
system). Pcorr uses the approved
integrals. These will be computed when Pcorr
engine weights. The heaviest technology is
[willway:
be] made officially available
visibilityFIA/ACO
template. The
emphasis
petrol
(134.9MJ/lap)
orconserve
diesel
torque meter,
and decide
is considered
e Commission
would
to
change
Appendix
B
to
incentive,
will
proceed
this
There will be an increased interest in
(t) is positive and outside braking zones, not
handicapped because it does not allow the
for competitors.
will shift from aero development
energy (127.1MJ/lap) and flow.
negative as soon as it becomes
howA this
willengine,
be usedERS
in the
otherwise.
Braking
zones are
the
same
offuel
ERSeffi
as the
lightest
Theoretical
Gap
between
columns
would
beascomputed
thanks
totosimulation.
list of
andrace strategy
ciency,
but technology.
downforce
Andefined
additional
20kg reduction
in amount
lower than
0kW.
It lasts until
and qualifying
tactics,
and
raises
longitudinal
acceleration
being
lower
than
-1.0g
The balance equation
is also inWe
theshould
FTF box.
chassis
parameters
are
asked
to several
will
be
affected.
expect
car
mass
is
given
to
a
no
ERS
Pcorr
becomes
positive
and
greater
This gap defined by the commission would be defined for Le Mans only.
interesting scenarios.
This
positive
The use oftoenergy
recuperation
systems
manufacturers
in order
to:is also controlled
car,becomes
down from
the 870kg for ERS,
see L/Ds
touching 5,
compared
than +10kW. and last until the acceleration
ColumnsThe
could
be greater
adjusted
with: Allowed
Fossil
Energy
and/or
Maximum
Fuel
Flow
and/or by
Fuel
Capacity
will
be essential
in extending
range
of trim.
the rules,
andand
specifically
by the fuel
and
than
factors
being
Compute
FTF
KTF
to the
4.2 to 4.3the
today
in LM
frequency
of all of
the+0.1g (these
30kg
less than
the previous
rules.
flow
Rescale
torque Sandbagging
meter
acquisition
channels
used
for thisspeed on the GPS system).
the fuel allotted, and the amount harvested
monitoring.
in the initial
calibrated
by vehicle
carried
on board.
data
Post-process
race
data' the two races
computation Pcorr
is 100Hz.
can be used in various options. These range
supplied
or
in
running
uses the approved torque meter, and
Page 5 /7
The Exhaust
Gas Recovery
from none the probable case for privateers
before Le Mans was pre-empted for the
is considered
negative as soon as it becomes
are,
however, aoflot
of LMP1
Systems can lower
increase
as it would reduce development costs but allow
firstThere
year of
application
new
thancounter
0kW. It lasts until Pcorr becomes
clever
people
out
there
juggling
the plus
pressure at the
exhaust,
150.8MJ/lap of petrol energy or 142.1MJ/lap of
regulations (ie two first races of 2014
positive and greater than +10kW.
what-ifs, and to close the loopholes
decreasing the efficiency of
diesel at a max petrol flow of 95.6kg/h, 83.4kg/h
Le Mans 2014), for the EoT was defined as based
The frequency of all of the acquisition
there will be 'dissuasive penalties':
the engine, so altering the
for diesels to the manufacturers, who must run
on data delivered to FIA by manufacturers
channels used for this computation is 100Hz.
measure of the true average BSFC,
hybrids from 2MJThere
all thewill
way
to 8MJ/lap with
last'IfDecember,
reviewed in January, and
The Exhaust Gas Recovery The
Systems
can
the FIA notices during the
energy values of the ERS
be an increased
and then the FIA corrects the
accordingly
reduced
petrol
(134.9MJ/lap)
or
then
the
final
set
data
was sent by
increase
counter
pressure
at
the
exhaust,
race that a car hasofan
average
interest in how this will be
is detailed in two tables, one for Le
computation of the instantaneous
diesel
energy
(127.1MJ/lap)
and
flow.
manufacturers
to
FIA
in
February.
decreasing
the
efficiency
of
the
engine,
so
or instantaneous (P max) BSFC
used in the race strategy and
torque by using the formula
Mans, and a correction factor for
The values
ofwas
BSFCannounced
(and weights
exceeding
what
the other circuits, the amount of
qualifying tactics, and raises
shown on p72.
necessary
andthan
ERS)2were
in
Februaryfor
byKTF
more
per confidential
several interesting scenarios. This
Furthermore, KTF balances
releasable energy being limited
THE ACO PERSPECTIVE
cent
(estimation
of the
maximum
is also controlled by the rules,
fuel and gasoline engine weights.
by the proportion of the length of
but disclosed
to the
other
manufacturers,
error
the sensors),
andistotothe
The heaviest
technology
the circuit
relative
to thethat
length of
and specifi
cally
by the
If we see
at Le Mans
been
the BSFC.
If we
havefuel
to flow
e dont
care if youishave
and aofdissuasive
penalty
be applied at
advantage
of
this
car,
the
Le
Mans
circuit
multiplied
by
monitoring.
Sandbagging
in
the
handicapped
because
it
does
not
adjust we will do so.
turbo, or normally
their BSFC is not the one that
Le Mans in case one ofthe
thetechnical
manufacturers has
delegate
shall too
inform
the stewards,
athey
factor
ofdeclared,
1.55, andthey
the will
amount
initial
suppliedtoor
in arunning
allow
the same
of says
ERS
Youdata
are allowed
use
certain
aspirated,
KERS,amount
whatever,
have
declared data
far from
reality.
after which there will be an open
as the lightest technology. The
of fuel likewise, but multiplied
the two races before Le Mans
amount of fuel per lap. If you
the ACOs sporting director,
have a sanction. If they lie they will
The temptation to run a higher power
debate with the competitor in
by a factor of 1.11, as detailed
was pre-empted for the first
balance equation is also on p72.
exceed this amount, there are two
Vincent Beaumesnil. We just
have no chance to win the race
for a qualifying lap is now deterred by the
order to propose to him a minimum
year of application of new LMP1
in the Annexe B of the LMP1
The use of energy recuperation
possibilities. If the excess is within
want to make sure that fuel and
because we will stop them.
penalties defined in the regulations, and
stop and go penalty of 60
regulations (ie two first races of
systems will be essential in
Technical Regulations.
2
per
cent,
then
you
have
the
two
diesel
have
the
same
chance
to
We
have
a
first
set
of
figures
likewise in
the race,
as cross-checking
of the
seconds
(which
can be
extended
There will be an increase in lap
2014 plus Le Mans 2014), for the
extending the range of the fuel
following
make
an average.
win. Forand
that,the
theamount
figure we
are
received
thecars
endwill
of January,
FIAs
againstofthat
the manufacturers will
at
thedata
discretion
theofstewards
EoT waslaps
defito
ned
as based
on data
time,
andatthe
still be fast,
allotted,
harvested
As
long as you
make
average on
considering
the Brake
Specific
andnow
a second
set of figures
be carriedto
out
during
the of
first
two events and
according
the
duration
the
delivered
to FIA
byan
manufacturers
can
be used inisvarious
options.
but
the engines
will not be
three
laps that is OK,
you willinhave
Fuel Consumption,
the ratio
adjusted
just beforepower
the firstmode.
race,
official testingnoted,
sessions
before
infringement
ie the
timeLe Mans 2014.
These
range from none,
the
run
on a maximum
last December,
reviewed
during
which
theare
competitor
ranto be correct,
January,
and
the finalthis
setlive.
of
Instead
developing
probable
privateers and
as it
no
stop and
go.then
We monitor
betweencase
fuelfor
consumption
and thatofwill
be the finalengines
figure.
If the
results
considered
while
exceeding
the authorised
data
was issent
by manufacturers
would
reduce development
costs
that
run in a of
maximum
power
There
no way
for a
performance.
The manufacturers
Equivalence
Technology
is
they will
be maintained
until Le Mans. In
values).
The
duration will
be from data
but
allow
150.8their
MJ/lap
of petrol
state,
they
will
run infuel
a state
to FIA in February.
manufacturer
to hide anything. No
have
declared
figures,
and
only this
year
tobe
balance
the event
of abnormal
results
Appendix B has been computed based on the Endurance Committee recommendations, in order to conserve
an
incentive for
big ERS
Simulated theoretical
incentive
Appendix
B is:
currently
based
onsystem.
Manufacturers
data given
inin2012,
but
theoretical hierarchy
~-0.5s/lap/MJ hybrid
2. Process
54 LE MANS 2014
EOT-SGAC.indd 74
EQUIVALENCE OF TECHNOLOGY
ARCHITECTURE OF WEC 2014
Analog sensors:
FIA Flow Meter 1
Data Logger
FIA/ACO
HV Intensity
and Voltage
(if FIA recommended
sensor)
CAN 1/Public
ECU/Datalogger
TEAM
Bost pressure
Airbox pressure
Oil Tank level
Cockpit Temp
MGUs current
MGUs voltage
Torquemeter
Beacon
Fuel pressure censor
Torquemeter
(Also connected on
analog input)
FIA/ACO Leader
light module
Engine revs
Intake manifold temp
Fuel temp
FIA Telemetry
GPS Module
GPS
antenna
FIA/ACO
Transponder
Marshalling
Display
FIA ADR
FIA/ACO Compact
Card Reader
CAN Lambda
Module
(if backup FFM)
Telem
antenna
Lambda
sensor
breach of limitations.
Beaumesnil.
We BSFC
just want
to what was
to win the
raceofbecause
we engineering).
two possibilities.
Iflimitations.
the excessGood
is communication
announced
in February
by and
morediesel
than 2 per cent
spice you
up the
perceived competition.
One interesting inclusion is the
following:
communication could also spice up
make sure
that fuel
will stop them.
within
2 per cent, then
have
(estimation
of
the
maximum
error
of
the
sensors),
The
backup
precision
For
the
first
two
races
of
the
season
and
the
the perceived
competition.
have the same chance to win.
We have a first set of
the two following laps to make anplan of changing
to
3
per
cent
on
fuel
metering
for
instantaneous
andFor
to the
advantage
of
this
car,
the
technical
preliminary
tests
at
Le
Mans,
we
propose
to
The backup
plan of changing
that, the figure we are
figures received at the end of
average. As long as you make an
BSFCthat
computation
a logical plan
delegate
shall inform
theBrake
stewards,
aftercwhichJanuary,monitor
the BSFCset
andofto streamline
our on three laps
to 3 B,
per cent on fuel
considering
is the
Specifi
and a second
average
is OK, givesprecision
andand
acknowledges
the sensorfor
might
there
willConsumption,
be an open debate
instantaneous BSFC
Fuel
thewith
ratiothe competitor
figures methods,
adjusted but
justwithout
beforeapplying penalties
you will have no stop
go. We that metering
in order
to propose
to him a minimum
in the
casewill
of abe
significantmonitor
breach this live. not be up to speed yet. computation gives a logical plan B,
between
fuel consumption
andstop andthe first(except
race, and
that
values
establishedofbeforehand).
Our is no way for
Asaan executive brief,and
we acknowledges
can certainly saythat the sensor
go performance.
penalty of 60 seconds
(which can be extended
The manufacturers
the finaloffithe
gure.
Equivalence
There
results
bethis
communicated
competitorsto hide
thatanything.
exciting times are ahead
the yet.
at the
discretion
of the
stewards
according
mightand
notheading
be up toinspeed
have
declared
their
figures,
and to the
Technology
iswill
only
year to to the
manufacturer
for
joint
recalibration.
right
direction.
duration
of
the
infringement
noted,
ie
the
time
As an executive brief we can
from there we define how much
balance fuel and diesel. After Le
No sandbagging, we will just have
say exciting times are ahead and
fuel they will have.
Mans, every year, we will look at
the truth and balance it correctly.
MANS 2014 55
heading in the rightLEdirection.
NISSAN ZEOD
Ben Bowlby
and the
Nissan
ZEOD
With his latest project, the British-born
engineer has landed his second Garage 56
slot in three years. And heres why
By PETER WRIGHT
56 LE MANS 2014
LE MANS 2014 57
NISSAN ZEOD
Fast enough
Safe enough
Reliable enough to finish the Le Mans 24hour race
Top: The powertrain will not be load bearing so a tubular steel structure has to be fitted to the rear of the tub
Above: Here we get a good look at the front suspension of the car, note the design of the upper wishbone.
small packages
The Nissan ZEOD is all about experimental technology,
and the 1.5-litre, three-cylinder engine weighs just 40kg,
produces 400bhp, and has pushed all the boundaries
By ANDREW COTTON
60 LE MANS 2014
LE MANS 2014 61
The engine was designed with packaging in mind the carbon plenum chamber fits around the bulkhead with a 4mm gap
62 LE MANS 2014
Weight savings
nce
Top: the three-cylinder engine has undergone extensive testing and the team is confident that it will produce the magic 400bhp required
Above: hollow centre crankshaft weighs in at 5.8kg 2.5kg lighter than that used in the DeltaWing engine
Right: a complete engine would fit into an overhead locker in an aircraft, such is its size. The team is confident of reliability
G
N
I
R
E
E
N
I
G
N
E
R
A
C
E
C
A
R
h
t
i
w
L
A
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TECHNOLOGY DATABYTES
How to deal
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Databytes provides
engineerswith essential
insights to help you to
improve your data analysis
skills, as Cosworths
electronics experts share
useful tips and tweaks
learned from years of
experience with data systems
66 LE MANS 2014
CAN-do attitude
Figure 2: example of how the main data logger calculates and then stores the maximum value of the cockpit temperature,
which can then be sent to the timing system at the appropriate moment
Drowning in data
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