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Your complete guide to the Autosport International Show

Autosport International 2013 • www.racecar-engineering.com • Special Edition

Exclusive guide in association with

10 - 13 January 2013, NEC

www.quaife.co.uk

Celebrating the life and cars of Richard Burns 07/08/2012 11:35AM

• Latest news and information from Europe’s Premier Show • Floorplan and interactive company listings


autospoRt inteRnational the fastest way to dRive youR business £800 million of new business was created last year at Autosport International – generating winning partnerships between 700 exhibiting suppliers and 28,000 motorsport professionals from over 55 countries. This year, we aim to drive business forward faster than ever. So why not join us at Autosport International and see how far your business goes?

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10-13 Jan 2013 tRade only days:

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RegisteR now visit autospoRtinteRnational.com oR call 0845 218 6012 to exhibit call 020 8267 8300


AUTOSPORT ENGINEERING JAN 10 - 11 EDITOR’S WELCOME

On with the Show ASI is here again, with a mouth-watering array of launches and workshops

T

he Autosport International Show is about to kick off, and already there is a buzz of anticipation surrounding the event. New car launches, new engine concepts and a host of workshops held by different companies around the show are there to spark the interest. At Racecar Engineering, we decided to make the most of the show’s tribute to rally legend and 2001 World Champion Richard Burns, and offer to you our interview with Prodrive engineer David Lapworth about the development of Burns’ Subaru Impreza, which will be on display. More of Richard’s cars will be on show, including his last in the WRC, the Peugeot 206 WRC. The MIA is hosting business and engineering workshops, in addition to its Low Carbon Racing Conference, featuring the likes of Ben Bowlby, Jean-François Weber of the Green GT Le Mans programme, and Fabrice Lom,

head of powertrain at the FIA. In this special supplement, we have also provided all the information that you need to find your way around the Autosport Engineering Show, held in association with Racecar Engineering. The Racecar Engineering editorial and advertising teams will be on hand to discuss the magazine, and the nominations for our Technical Excellence award, a feature that has been running in the magazine in the lead up to the show. Each of the nominations, from motor racing’s leading engineers, will be displayed at our stand, E370, where you’ll find a ballot box which will be open for votes to decide which is the best of them, and which will be nominated into our ‘Hall of Fame’ this year. Voting will continue online after the show, and we will announce the winner in our March edition. For 50 lucky voters, we have

arranged a copy of the ‘Who Works in Motorsport’ book. If you haven’t yet booked your tickets, they are now on sale for the public show. The Autosport International show is held at the National Exhibition Centre, Birmingham, on 12-13 January 2013. Adult tickets cost £31, with kids tickets priced at £20 (children under five years of age go free). Group tickets are also available. Paddock passes are available from £41, with VIP tickets £110. Paddock passes include general admission plus: access to Driver Signing Area where visitors can get autographs of famous drivers and motor racing celebrities, as well as access to the backstage Paddock Area and a paddock guide. VIP tickets include: a free Caterham Driving Experience, exclusive access to the VIP enclosure at the very top of the Live Action Arena grandstand,

complete with complimentary champagne and canapés, plus a dedicated Club Lounge where VIP Club ticket holders can chill out, exclusive access to the Coys Historic Car Auction Enclosure, complimentary parking at the NEC, complimentary cloak room, access to Driver Signing Area, fast-track entry to the Live Action Arena and access to the backstage Paddock Area, plus a paddock guide, showguide and goodie bag. For more ticket information call 0844-581 1420 or visit www.autosportinternational.com For Autosport International stand enquiries, please call +44 (0)20-8267 8300 or visit www.autosportinternational.com The Racecar editorial and advertising team would be delighted to welcome you to our stand this year.

EDITOR Andrew Cotton

CONTENTS 4

News DeltaWing makes show debut; show travel and ticket information; come and see us at our stand

8

Subaru David Lapworth discusses Richard Burns’ Subaru Impreza

14 Company list Hyperlinks to all the companies exhibiting at the Autosport Engineering Show on 10-11 January 16 Floor plan Your map to the Autosport Engineering Show 20 New cars Car launches at the show, including Sinta, Radical and Formula 4 23 Hyabusa Motor cycle engine developed to plug into a car

24 Ole Buhl Racing Latest electronic innovation from OBR, and we like it 26 Products Latest products from companies including AP Racing, PFC and Gill 30 Low Carbon Racing Conference The speakers, the event, the information you need 31 MIA at the show Xtrac, Business Excellence Awards nominations 32 MIA Winning Workshops Professional race engineers share their experience 33 MIA CEO Chris Aylett British business is doing well. Talk to the MIA about how it can help you in future

Autosport International 2013 • www.racecar-engineering.com 3


AUTOSPORT ENGINEERING JAN 10 - 11 – SHOW NEWS

Deltawing makes show debut One of the most groundbreaking racecar concepts of the generation, the DeltaWing, will be on display at Autosport International 2013 through Aurora Bearings. Originally designed by Ben Bowlby as a potential IndyCar chassis, the project made its sportscar debut in 2012 in association with American motorsport heavyweights RML, Dan Gurney, Don Panoz and Duncan Dayton. Powered by a bespoke four-cylinder 1.6-litre Nissan DIG-T engine producing 300bhp, and weighing just 575kg with fuel and driver, the DeltaWing features a unique tapered design,

with a narrow front track and downforce generated by the underside of the wingless car. DeltaWing made its race debut in last June’s 24 Hours of Le Mans, running outside of official classification through ‘Garage 56’. Its first official ‘race’ came at Petit Le Mans, finishing fifth, ahead of a full American Le Mans Series campaign in 2013. The concept will appear on the Aurora Bearing Company stand, alongside its range of rod end and spherical bearings. Visit their stand (number 8330) in Hall 8 to see this remarkable machine.

Data acquisition technology revealed The latest developments from Australian engine management and data acquisition systems specialists MoTec will be on show. The firm’s new HD Video Capture System leads its latest range, the lightweight unit providing superior video quality, with 1080p at 30 frames per second, and the capability to record up to five hours of footage. It will be joined by an Accident Data Recorder, which can be used as a standalone unit or in conjunction with other devices, such as GPS, data loggers or ECUs, and MoTec’s new range of colour displays and data loggers. Visit them on stand E170.

MoTeC will be far from the only electronics supplier with new products on show. English company GEMS Performance Electronic Systems will showcase its latest DA2 data logger and PM3 power switching units at Autosport Engineering. The successor to GEMS’ first miniature data-logger, the DA1, the DA2 is a full specification system the size of a USB stick, capable of logging up to 2GB of data. The PM3 is a CAN-controlled power switching unit for use in a multiplex power management system, reducing the complexity and weight of the wiring loom. These products can be found on stand E346. A real highlight will be the official debut of the PCM2 from Ole Buhl Racing after a prototype version was shown off at PRI in December. In 2005, with help from Porsche Motorsport, Buhl and his engineers started to develop a microprocessor controlled PCM. In the spring of 2006, Porsche tested the first samples and later that year the

www.racecar-engineering.com • Autosport International 2013

first generation Ole Buhl PCM was made available to customers. It has already undergone extensive testing, both in the lab and in real world conditions, and during the 2012 season it was used in international championship winning rally and racing cars with great success. Its usage looks set to grow too as the FIA has already inspected and homologated the module for use in WTCC and in WRC cars. Pay a visit to stand E496 to find out more about what could well be the most innovative product at the show.

Going global The British government organisation UK Trade and Investment will again help local companies access global trade opportunities through the UKTI International Business Exchange (IBEX) at Autosport Engineering on 10-11 January. The unique IBEX creates targeted meetings between UK companies and international visitors, with key decision makers from motorsport and high-performance engineering firms to attend. Already confirmed are Igor Yermilin, adviser to the president of Russian Automobile Federation (RAF), Anastasia Bendikova, director general of ASPAS, official consultant and promoter of F1 Grand Prix in Russia, and Vaclav Trkola, Škoda Motorsport’s head of bodywork construction. Micros Racing and PratiDonaduzzi from Brazil, ZF Sachs Race Engineering from Germany and Finland’s Print Sport Rally Team will join them, with rallying companies featured for the first time. Business development and chief technology officers from across the globe will also be at the NEC, and able to provide oneto-one advice. For the latest updates or to register for IBEX, check out www.autosport.ukti.gov.uk

Handling the heat Versarien will showcase its newest advanced heat transfer material as the next generation of cooling mechanisms for spaceconstrained environments such as engines and electronic systems. Developed at the University of Liverpool, VersarienCu is a groundbreaking, micro-porous metallic material that will be up to 10 times more effective at transferring heat energy than conventional micro-channel heat sinks of equivalent size. With its increased surface area, the new material achieves a heat transfer coefficient of approximately 150-200kW/m2K. Versarien Ltd Hall 9, Stand E845 www.versarien.com


In association with SHOW INFO Show opening Times

Get the winning edge The Motorsport Industry Association will host a number of fascinating workshops and seminars during the show, which are well worth attending. The first of these takes place the day before Autosport Engineering opens its doors on January 9 at the NEC, and it is not to be missed. The annual MIA Low Carbon Conference has become a crucial part of the show and the often heated panel debates are very enlightening. A world-class lineup of contributors has already been confirmed with more to come. Speakers will include Ben Bowlby, designer of the DeltaWing, and Jean-Francois Weber of Green GT, the hydrogen-electric racecar which will follow in the footsteps of the DeltaWing at Le Mans 2013. Ulrich Baretzky, head of Audi Sport Race Engine Development, is always a highlight, while newcomer Fabrice Lom, head of Powertrain at the FIA, will be giving an important presentation. In addition to this, Lord Drayson – former UK science and innovation minister – and pioneer behind the 850bhp B12 electric racing car which thrilled

the crowd at Goodwood this summer, will outline the future for electric powertrains and the much debated FIA Formula E. Tim Woolmer from YASA Motors, the innovative electric motor company which was fitted to the Drayson car, will add his thoughts on future developments. Alex Burns, CEO of Williams F1 who led his outstanding F1-based company to diversify into energy efficient solutions, will also be speaking. Burns also set up a green technology centre in Qatar and helped Audi to win Le Mans 2012. Tony Harper, head of research at Jaguar, will explain the technology strategy of the Automotive Council in the UK and how it opens up opportunities for innovative suppliers from motorsport companies, while Steve Sapsford, global markets director of Ricardo will present, for discussion, the latest Motorsport Technology Road Map and demonstrate how this links into automotive technology plans and new business. The MIA’s School of Race Engineering will also host a series of ‘Winning Workshops’ on Friday 11 January at Autosport

International. The half-day workshops will be led by Jay Davenport, chief engineer for GP3 title-winning outfit MW Arden. A wide range of setup topics will be covered, giving attendees an overview of the key aspects in preparing a car. Finally, a wide range of free workshops will be held in conjunction with the Motorsport Industry Association at Autosport Engineering in association with Racecar Engineering. Among the seminars, the CRP Group will showcase its transfer of motorsport technology to the automotive and aerospace arenas, while the Northamptonshire Enterprise Partnership will outline commercial opportunities in the region for engineering companies. The MIA itself will also conduct a number of workshops, including dedicated seminars on applying motorsport technology to arenas such as defence. Other companies hosting seminars include MPA Accountants & Tax Advisors, Prova PR, CDD Design and Catlin Insurance. For more information concerning availability for these events, visit www.the-mia.com, or Zoe.Chilton@the-mia.com

Vero’s new versions CAD/CAM specialists Vero Software will showcase the 2013 versions of three of its newest releases, with upgrades to its ALPHACAM, EDGECAM and VISI packages. For wood, stone and composite solutions, ALPHACAM 2013 R1 offers reduced programming time and material

wastage, and improved material surface finish, part quality and tool life. Meanwhile, the updated EDGECAM system features a brand new wire EDM function, providing an intuitive environment for the comprehensive programming of all-wire EDM machine tools.

The annual update for the VISI CAD/CAM solution for mould and die industries features a host of upgrades, including improved graphical rendering, a new tool-building engine and new toolpath algorithms. Vero Software Hall 9, Stand E1161

The show is open from 0900–1800 hours daily. The essential trade days run in conjunction with the Engineering show on 10–11 January 2010. The international show, which is open to the general public, continues through 12–13 January.

Tickets Tickets are now on sale for the public show. Adult tickets cost £31, with children’s tickets priced at £20 (children under five years of age go free). Group tickets are also available. For more ticket information call 0844 581 1420 or visit www. autosportinternational.com.

Travel Access to the Birmingham NEC is excellent. Birmingham International railway station is part of the same complex of buildings as the NEC itself, and is served by fast and frequent trains from central London and Oxfordshire. From the NEC, the centre of Birmingham is 10 minutes journey by train but rather more by road, due to the heavy traffic in the area. Another part of the NEC complex houses the international airport, which has scheduled flights from the US, as well as a range of European cities. Road travel is well catered for too, with easy and well signposted access from the M1, M6, M40 and M42 motorways and there is on-site parking for 21,000 cars. For more travel information visit www.autosportengineering.com

www.verosoftware.com Autosport International 2013 • www.racecar-engineering.com


AUTOSPORT ENGINEERING JAN 10 - 11 – SHOW NEWS

New gear on show

Among its Autosport International presence, Quaife will launch an uprated, five-speed sequential gear kit for the popular Honda Civic Type R. Designed as a direct replacement for the Civic’s standard, six-speed, H-pattern unit for use in motorsport, the QKE8J features a strengthened outer casing and five wider gears. Available

with either a straight cut or helical close-ratio gears, the kit retains the stock EP3/FN2/ DC5 clutch, diff, driveshafts and mounts. An LED digital gear position indicators, and Quaife ATB differential for standard driveshafts or uprated shafts are among the other options available.

Still going strong Celebrating its 40th anniversary in 2012, Nicholson McLaren Engines (NME) continues to evolve its skillset. The company was formed in 1972 by John Nicholson to maintain the Cosworth DFV engines used by the McLaren Formula 1 team, including the powerplants used by world champions Emerson Fittipaldi and James Hunt in 1974 and 1976, and has remained entrenched in the sport. Now, they’re helping to keep some historic Matras on the track, having remanufactured a set of ten V12 engines designed by the

French manufacturer, the first time NME has completed such a project. Commissioned by a collector racing the cars, the set has been developed over the last three years. With the first unit having completed its maiden on-track test, the engines will be used in a range of cars in historic competition in Europe, America and Australia, including the Formula 1 Matra MS120 and the Matra 650 and 670 sportscars. Nicholson McLaren Engines Ltd Hall 9, E380 www.nicholsonmclaren.com

Quaife Engineering Hall 8, Stand 8500 www.quaife.co.uk

GT and more Having won its 700th grand prix as a Formula 1 clutch and brake component supplier in 2012, AP Racing will start 2013 by showcasing its expanded Radi-CAL range. Three new calipers for GT competition have been developed, the CP6083 designed for GT and GT3 use with iron disc brakes, the CP6165 for GT/ LMP applications with carbon or

iron discs, and the carbon brake disc-optimised CP6169. All three calipers feature stiffer, dome-backed titanium pistons and offer weight savings. Rally, Formula Nippon, and Touring Car versions of the Radi-CAL range have also been developed. AP Racing Hall 7, Stand 7500 www.apracing.com

Visit us and vote As usual Racecar Engineering is the media partner of the Engineering show and we will have a stand for you to visit at E370. This year, however, it will be a little bit different as we are asking everyone who visits our stand to vote for the greatest motorsport innovation of all time. A shortlist has been drawn up by a group of leading engineers including Adrian Newey, Ross Brawn, Ben Bowlby and Norbert Singer. If you would like to discuss this, or any other topic, then make a point of dropping by. Members of the editorial and advertising teams are scheduled to be in attendance throughout the two days and will be more than pleased to have a chat or provide a guided tour of the interesting exhibits on the stand. We look forward to meeting you there. Andrew Cotton, Editor

Dee-lightful DEE-Ltd will launch its new D-2GR-FE, an upgraded version of Toyota’s 3.5-litre V8 engine for aftermarket sales, during Autosport Engineering. With a range of options from an entry level power of 274hp through to 450hp, the new engine is the latest addition to the West Midlands company’s range, joining 1.6-litre and 2.0-litre I4 DOHC units. DEE-Ltd manufactures new crate engines, tuned and www.racecar-engineering.com • Autosport International 2013

preassembled to a clients’ build standard, and matching transmissions, with the rights to sell aftermarket Toyota powertrain products across Europe. Update kits for the Lotus Elise, Evora and Exige are also planned, with a range of options for each, including a 500hp version for racing and track days. Development Engineering & Enterprise Ltd Hall 9, Stand E1071 www.dee-ltd.co.uk


GET IT AT THE AUTOSPORT ENGINEERING SHOW T OR NG SP RI UE TO EE SS AU GIN W I EN HO S

Racecar Engineering

Leading-Edge Motorsport Technology Since 1990

2 Volume 23

February 2013 • Vol 23 No 2 • www.racecar-engineering.com • UK £5.50 • US $13.50

GT300

Green giants

Team Steam USA

Regressive damping Formula 1 2014

America’s bid to recapture steam-powered record

Penske’s new damper under the spotlight

Cover Feb.indd 1

British company simulates new hybrid power unit

9 770961 109098

February 2013

02

Team Steam USA GT300 Hybrids Regressive damping

Toyota and Honda in the battle of the hybrids

20/12/2012 14:51

STAND E370


RALLYING - INTERVIEW

Rally revolt As the Autosport International Show celebrates the brilliance of Richard Burns, Racecar Engineering looks back at an interview with Prodrive engineer David Lapworth, first published in Racecar Engineering, V11N12 BY CHARLES ARMSTRONG-WILSON

Y

ou seem to have made a great commitment to more proactive rather than passive systems on the new car. ‘We were told to create a platform that we can build on for the next two or three years. This year’s car is not radically in advance of last year’s in terms of electronics or hydraulics, but it has got a lot of potential. It has all the hardware on it we think we need for the next two years.

‘We are now at the stage where we’ve been through the pain, we’ve got a hydraulics department, an electronics department, we’ve got software engineers – we’ve got all the basics in place. We are confident now that we understand not only how to design those systems, but how to manage them. ‘Our gearbox is a far more complicated solution than everyone else has got and maybe you could say that it needn’t have been. Maybe we should have gone a more simple route

www.racecar-engineering.com • Autosport International 2013

using a mechanical barrel-type mechanism for the gearshift. But we’ve learned a hell of a lot about sophisticated hydraulic control systems and how to manage them for rallying. And now we feel that we can exploit that.’ What gave you most trouble with these systems? ‘Coping with the realities of the World Rally Championship environment. It’s unbelievably difficult. You go from Monte Carlo to Sweden to Portugal to Africa,

coping with everything from 35 degrees wet as hell or dusty, to -20 degrees in Sweden and everything in between. You drive absolutely flat out in Africa then ford a river. Can you imagine what that does to some of the sensors and valves on the gearbox?’ How many of these problems are you solving internally? How much are you calling on your suppliers to deal with them? ‘It’s about 50/50. It’s a fairly open secret that we had a problem


“On surfaces like gravel and snow you can get away with some very simple solutions”

with some of the sensors on the gearbox this year. Also, we are identifying faults in some of these components that the manufacturers are not aware of, because we do in 500km what it might take a road car 500,000km to do. Solutions to those generally comes from the manufacturer.’ Are they happy to tackle the problems? ‘So far we have had very good co-operation. Generally, the response has been very positive.’

Now you have a car with all this potential, are you starting to realise it? ‘Slowly but surely, I don’t want to create the impression that you should be looking out for a sudden quantum leap, because that’s not what we’re planning. What we are planning to do is to slowly but surely increase the level of sophistication. The basic hardware is in place to give us two years of evolution. We’re not talking about some revolutionary thing where we’re suddenly going to turn up

with an active suspension car or something like that. I just think that with the systems that to some extent everybody has now got, we’re just ready to make it more sophisticated and hopefully more reliable.’ With the systems you have in place, do you see the potential to do things you couldn’t have done with a conventional car? ‘Yes, they can be much more adaptable. There’s a law of diminishing returns on all these

things and you can have a lot of sophistication for a very small benefit. Particularly on surfaces like gravel and snow you can get away with some very simple solutions – they are very forgiving. The characteristics of gravel tyres on a gravel surface, everything is so spread out compared to the surface on a circuit. You can get away with murder. So there are advantages there to be had. ‘We are quite a long way up this law of diminishing returns curve. But the championship is getting closer and closer, so that 10th of a second per kilometre is becoming more significant. ‘The other part of it is that with a system that is more adaptable you can have less of a compromise. There is no reason why the car can’t be perfectly set up for a hairpin and a sixth gear flat corner with a bump in the middle of it. The classic compromise of a rally car is soft is grip, stiff gives the driver confidence and you have to pick somewhere in the middle. With diff setups it’s the same kind of thing. Certain setups give you more response, a car that moves easily and changes direction very well. There are other things you’d want to do with the transmission, calm the car down, make it more predictable and give the driver a nice feeling of security. ‘Traditionally, a fast rally would force you to bias it one way and a very slow, twisty rally like Cyprus might push you in another direction. So say on Cyprus where it’s slow and twisty, on the few fast corners you lose a little bit. You set the car up in Finland to give the driver confidence in sixth gear and maybe you lose out on some of the tight junctions. With this sort of work, you are trying to create a car that is perfectly adaptable and always gives its best. If it suddenly gets slippery in the middle of a stage, then you can cope with it.’ To give their commitment in a car, drivers need to have complete confidence in knowing what the car is going to do in any circumstances. Doesn’t the car changing cause problems for them? ‘That’s why it’s difficult.’

Autosport International 2013 • www.racecar-engineering.com


RALLYING - INTERVIEW

How do you stop the car sapping the driver’s confidence? ‘Well, that’s what we need to learn over the next two years. If you talk to people who have been involved in running proper active suspension cars, that is one of the difficult things – getting a good understanding of which bits we need to control and which bits the drivers need to control, giving them confidence that they know how the car is going to react in different circumstances. It’s not going to have a mind of its own, if you like. The software doesn’t make the wrong decision to the way the car reacts to a bump in the middle of a corner. And in a rally car it is even more difficult than in an F1 car, because in an F1 car if you’ve got a particular bump in a middle of a long corner on a circuit and a car behaves strangely the first time you can go and see what that was and maybe can dial it out. But with a rally car, there are just so many of those situations and we don’t repeat them at all, they are all one-offs so it’s all much more challenging to try and understand. With F1 cars they almost programme the car

corner by corner. You can’t do that with a rally car – it has to be genuinely active.’ Prodrive is well known for using sophisticated transmission systems, so presumably you have quite a lot of torque-split options? ‘Yes, there is a fair amount of flexibility in transmission,’ says Lapworth bringing that line of questioning to a diplomatic close.

to almost deactivate the 4WD system to keep the differential control in the background during braking so that the ABS system can work in conventional ways. They can’t cope with a differential that’s trying to shift torque from the wheel that’s locked to the wheel that isn’t locked and the two systems don’t fit together very well. So in a 4WD road car they tend to take the transmission out of the equation as much

“If we smell an advantage the drivers really push for it” Brakes can also be used for stability, have you been down that road at all? ‘Well the two things have to work together. The problems with 4WD road cars getting the transmission and the brakes to interact with each other is one of those classic compromises. You can deal with most of the braking problems with the transmission perfectly well but you introduce problems in another way. On road cars one of the problems is that you need

www.racecar-engineering.com • Autosport International 2013

as they can, whereas on a rally car we are less compromised. But that’s still an area we need to work on, although I am sure eventually we will.’ When trying to use a car like this, do the drivers have an understanding of the systems and how they interplay with the driving or is it instinctive based on their experience? ‘I think it’s getting to the stage where the driver has to drive

instinctively and leave it to the engineers to sort out the problems. It’s now that the relationship between the driver and, lets summarise all the software engineers and race engineers as vehicle dynamists, is one of the critical things because the information is there with all the data logging systems and all the instrumentation that we’ve got these days. There’s a hell of a lot more information available than we used to have in the old days. ‘The number of solutions that we’ve got available to fix the problem is much greater. The days of a driver driving down a road and saying I think I need a stiffer rear spring or a few more plates in the rear diff or whatever, are gone. It tends not to work that way anymore. ‘Richard, for instance, is a very good test driver, but his attitude these days is “this is what the car does,” and we interpret what’s happening. It works much better this way. The good drivers like Richard have a reasonably good understanding so that they can participate in the discussion and say, “no, no, we are not talking


has to deliver. We can give him all the equipment but the driver has to be able to drive it and I think we are a long way from the computer being able to say the driver will be able to make this go faster. ‘But we can at least make comparisons between different scenarios and say how important how important do we think a development is likely to be. Give it a scale so that we can at least focus our attention and prioritise our engineering effort in the areas that will give the best return. And that is not easy because a lot of the technology is quite complex and a lot of the benefits still, especially with a rally car, are based on believing you understand what the driver wants.’

David Lapworth Engineered Richard Burns in his World Championship year

about transmission here, the feeling I’ve got is I’m sure its the rear suspension or whatever”. But it is no more than that; it is not I think we should change the ramp angle of the rear diff by 5 degrees. We don’t have that sort of discussion with drivers any more.’ Do the drivers recognise what systems are coming into play at various times, and their effects? ‘Yes, but often with some of these things, to understand how they work is one level of understanding. To understand how that actually influences the vehicle’s handling is another level again and there aren’t many drivers that are going to have the technical background or the motivation to get to that level of understanding. So they take most of it as read. They trust the engineers to explain that to them, ‘this is what we are going to do with this system and this is what it should do to the car’. All they need to know is that is the case, they don’t need to know why.’

Is there anybody out there in the industry, whether driver or technician, who can connect those two things, drive the car to a level where they can experience what is going on and interpret it? ‘Not many that I can think of. I think Lasse Lampinen is doing a fair amount of that at Mitsubishi, but I’ve never worked with Lasse so I couldn’t say to what extent. Clearly he can’t drive at anything like the level of Tommi Makkinen in terms of pace on the road – I don’t know what is off the pace these days, I guess its a couple of seconds per km off Tommi – but I’m sure with his experience he knows what the car should feel like, given that slight gap and he has a good understanding of how the car works.’ Are computers and technology reducing crossover to the point where the driver and engineer are becoming separated completely? ‘In a simplified way, I see that as my role. We are getting more and more sophisticated engineering resources, with the

design office and the various development engineers and the software engineers, we have quite a resource there and they are becoming more and more specialised in their own areas and so I see that as very much part of my role is to try and link it all together and try to fill in the gap between the drivers and the engineers with what I hope is a reasonable understanding of what both sides are trying to achieve and I can lock them together. I’ve been in the game long enough and sat with enough drivers and done a bit of testing myself to think and to understand.’ You are that multidisciplinarian? ‘Yes, jack of all trades, master of none. Maybe within this team that’s my role, to try and bridge the gap. ‘Without saying too much, my mission over the next 12 months is to drive more objectivity into the development programmes. We are trying to improve our modelling or mathematical understanding of the car. We’ll never be able to be as precise and as sensitive as a driver. He

At least doing that, if you predict some ability of the car in a certain direction and the driver isn’t using that, at least you know where to ask the questions? ‘Yes, exactly. At least it’s a way of focusing our attention where the problems are. And its not easy, especially when it’s in an environment that’s so competitive, because we’re always under massive pressure to deliver a performance advantage next rally or next race. That tends to compromise the good disciplines that you would like to have in a proper engineering background. ‘You’d like to do your homework first, you’d like to check it and double check it and really understand what it is you’ve got. But if we smell an advantage the drivers really push for it, I push for it, everyone goes for it and very often it’s fair to say a shortterm gain which you hopefully deliver by doing that actually becomes in the long term a slight underachievement because you’ve introduced it too soon. ‘It’s very easy to look at all of these things from two sides. When you’re suffering from reliability problems everybody will tell you, “you need to forget performance and concentrate on reliability”, but when you’ve got a car that’s 100 per cent reliable, but not competitive, everyone says, “you need to recognise in modern motorsport that you need to take a few risks or you’re never going to win anything”

Autosport International 2013 • www.racecar-engineering.com


RALLYING - INTERVIEW Rallying is a very different environment to motor racing as you said, though there are things that they are always trying to pin down in motor racing like the attitude of the car, and they’re starting to try out things like GPS now. What can you do about recording that sort of thing? ‘You can do quite a lot. GPS is quite interesting. It’s not as easy in a forest as at Silverstone where you can update your position every lap. But with conventional inertial navigation and GPS you can do quite a good job. ‘We’re not in a position to do that at the moment, and I don’t know what anyone else is doing, but this is a great way of illustrating the problem that we’ve been talking about. Its a project that would probably take two or three years to be properly sorted and a real commitment to resource to achieve it, but I’ve got to go to New Zealand in two weeks time and try to deliver a win. Its a very difficult position to be in, to turn round and say “no, we haven’t got that new gearbox software and we haven’t got that new engine management software because all the software engineers have been working on the GPS project that’s two years away”. ‘So those kind of decisions are the things we are having to make all the time and it is very, very difficult to commit to something longer than half a season, because that’s as far as most people on the outside of the business can see.’ How do you get any meaningful data out of a rally car when its got four wheels spinning at various times on the stage? ‘You can run ground speed sensing.’ Is that reliable? ‘Ummmmm – it can be, yes.’ Is it better on Tarmac? ‘It’s much easier on Tarmac, on gravel and snow its more difficult. Apart from anything else simple things like where you’ve got the sensor can make a big difference. And you’ve got to tolerate the variations in ride height, which in Finland can be up to two metres!

You are bringing a whole load of new technology into the sport. Is anybody else as far forward as you are? ‘I don’t think there are big differences between the top three or four teams. I don’t know what they’ve got in the pipeline, what resources they’ve got to support teams going forward from here, but if you look at the outline specification of the top four cars there aren’t drastic differences.’

Being serious you don’t have to take account of those, you get all the information you need, but even so if you look at a gravel car with lets say conservatively 200mm of suspension travel, the fluctuations are quite significant. So you fill in the gaps by estimating.’ With this technology becoming a factor, do you think there will come a time when the basic shell structure and engine will be a given? That there is nothing you can improve on, it’s pretty much a straightforward bit of kit? ‘No I don’t see that. At the end of the day it is still predominantly a mechanical device, I would imagine things like friction reduction, centre of gravity and weight saving will always be part of it. I can’t see that changing fundamentally. And as I’ve said, you’ve got to be careful on a surface like gravel; it’s not as easy as you might think to pinpoint what makes a gravel car. It is a strange surface and a lot of it is about what the driver needs in order to be able to drive quickly.’ In terms of feedback? ‘Yes, it’s not as much down to pure performance in the vehicle as you would think. It is difficult to do more than make sure that the basics are right. The weakness of rallying on gravel is that you can get away with murder and the strength is that you can get away with almost anything.

www.racecar-engineering.com • Autosport International 2013

‘You can make an unsophisticated solution work very well if it gives the driver confidence and gives him the basic things that he needs. You would be amazed at how simple a solution you can make work very well on gravel. ‘On the other hand, that can give you a false sense of security. It can make you complacent and stop you getting a true understanding of how the vehicle is actually working. If you take that classic that diminishing returns curve, then you can hit 98 per cent very easily with an unsophisticated piece of equipment, but the last 2 per cent needs a sophisticated understanding.’ So it’s not necessarily a black art? ‘No, it’s not. But you can achieve very high levels through black art solutions. You could just go with a box of diffs and a box of dampers, set the thing up and make it work pretty damn well. Put the right driver in it, say Tommi Makkinen, and make it look great. ‘I’ve often been tempted to say “sod this, lets make a very simple, very neat, lightweight car. Make it reliable and see what we can do with it”. We’ve been very close to making that decision several times in the last few years – dump all this technology and going for a very simple and unsophisticated car for the gravel events. Today it will be a close call and I’d like to think that in two years without that last 2 per cent it just won’t quite be there.’

Even Mitsubishiís Group A car? ‘Forget the Group A World Rally Car label, that’s just a spoof. Underneath the surface the cars are world rally cars, that’s only a quirk of homologation processes. The engines, transmission and suspension are all basically the same. Apart from the Mitsubishi they’ve all got some kind of semiautomatic gear shift and all got, including the Mitsubishi, control of the torque distribution across both axles and front to rear with some kind of electronic control. The Mitsubishi may not be hydraulic, electronic but it’s got electronic control and they’ve all got similar levels of sophistication in their data logging systems and their engine management systems. As it is today I don’t think that you can put anyone head and shoulders above the others. All we are trying to do is to make sure we are in a position to anticipate where things are going in the next couple of years. What I don’t want to do is make this sound like a scare mongering thing – that rallying is going to be overrun by technology, as I don’t think that is the case.’ Are you creating a load of technology that is going to make the sport too expensive? ‘No, I don’t think it is and there are various reasons. First of all it’s extremely difficult in rallying anyway, so the rate of progress on these things is very, very slow. There’s still a case to say that on snow and gravel its a bloody waste of time. You’d be better off sticking to good old-fashioned straightforward engineering. So the progress will be quite slow and if our vision wasn’t beyond next year, we would very seriously consider the route I’ve just been talking about.’


7 - 13 JANUARY 2013, UK

THE INDUSTRY’S NETWORKING EVENT

Returning for a third year in January 2013, International Motorsport Business Week is a selection of special events in the build-up to Europe’s largest motorsport show, Autosport International, providing seven days of exciting networking opportunities.

7-8 Jan

Race Tech World Motorsport Symposium

Birmingham City University

9 Jan

MIA International ‘Low Carbon’ Racing Conference

NEC, Birmingham

10 Jan

MIA Business Awards Dinner

NEC, Birmingham

10-11 Jan

UKTI International Business Exchange (IBEX)

NEC, Birmingham

11 Jan

Motorsport Safety Fund ‘Watkins Lecture’

NEC, Birmingham

10-11 Jan

Autosport Engineering

NEC, Birmingham

10-13 Jan

Autosport International

NEC, Birmingham

E: autosport.international@haymarket.com W: internationalmotorsportbusinessweek.com


AUTOSPORT ENGINEERING – EXHIBITORS

List of exhibitors and stand numbers Company & Website

Stand No

3J Driveline Ltd www.3jdriveline.com

E643

A R E Dry Sump Systems www.drysump.com

E492

Advanced Fuel Systems www.advancedfuelsystems.com

E481

AeroCatch www.aerocatch.com

E886

Aerocom Metals Limited www.aerocommetals.co.uk

E985

Air Cleaning Systems www.acs-ltd.com

E1032

Albins Gear www.albins.com.au

E161

Alicona www.alicona.com

E1120

Capit Performance www.capit.it

E533

Goodridge www.goodridge.net

E360

capricorn www.capricorngroup.net

E560

Gosnays Engineering Co Ltd www.gosnays.co.uk

E641

Cartek www.cartekmotorsport.com

E646

Greaves 3D Engineering Ltd www.greaves3dengineering.com

E20

CES Europe Ltd www.ceseuropeltd.co.uk

E130

Gripper Differentials Ltd www.davemacprops.com/gripper

E872

CL Brakes www.cl-brakes.com

E342

GT Racing Camshafts www.gtcamshafts.co.uk

E248

Co-ordsport www.coordsport.com

E982

GTMA www.gtma.co.uk

DC Electronics www.dcmotorsport.com

E181

HB Bearings www.hb-bearings.com

E873

Deutsch www.deutsch.net

E440

Helix Autosport www.helix-autosport.com

E748

HK Rapidprototyping www.hkrapidprototyping.co.uk

E1110

E1047

All Metal Services Ltd www.allmetal.co.uk

E572

Development Engineering & Enterprise Ltd www.dee-ltd.co.uk

Allegheny Technologies Ltd www.atimetals/titanium

E980

DMS Technologies Varley Red Top www.dmstech.co.uk

AM Group Redback www.amgroupredback.se

E580

E760

Indestructible Paint www.indestructible.co.uk

E742

Docking Engineering www.dockingengineering.com

ARP Automotive Racing Products www.arp-bolts.com

E670

E948

Induction Technology Group Ltd www.itgairfilters.com

E662

Drenth Motorsport Gearboxes www.drenth-gearboxes.com

E762

DTA Race Electronics www.dtafast.co.uk

E393

IS Clarendon www.clarendoneng.co.uk

E780

Arrow Precision www.arrowprecision.com

E490

Dynojet Research www.dynojet.co.uk

E1246

Isoclima SpA www.isoclima.net

E842

AT Power Throttles Ltd www.atpower.co.uk Aubert & Duval www.aubertduval.com

E144

Jacquemin Tuning www.jacquemintuning.com

E386

Earls Performance Products Ltd www.earls.co.uk

Autosport Bearings and Components E441 www.autosport-bearings.co.uk

E1071 E86

E761

Holinger www.holinger.com.au

E146

E1260

Jenvey Dynamics Ltd www.jenvey.co.uk

E599

Eibach www.eibach.de

E284

Aviaid Drysump Systems www.aviaid.com

E286

Electrox Laser Marking www.electrox.com

E1046

JLS Motorsport www.jlsmotorsport.co.uk

E262

Engineering Solutions Ltd www.overmould.com

E1063

JR Motorsports Limited www.jrm-group.com/

E84

AVL Schrick GmbH www.avl-schrick.com BBS Motorsport GmbH www.bbs.com

E283

E942

KA Sensors Ltd www.kasensors.co.uk

E486

EOS GmbH – Electro Optical Systems www.eos.info

Beagle Technology Group www.beagletg.com

E640

E282

Kulite Sensors Ltd www.kulite.com

E449

ETS Racing Fuels www.ets-p.com

Lane Electronics www.fclane.com

E986

Laser Lines Ltd www.laserlines.co.uk

E586

BMS Engineering www.bmsengineering.co.uk

E40

Bott Ltd www.bottltd.co.uk

E540

Braille Brakes www.braillebattery.com

E160

Brown & Miller Racing Solutions Ltd E1270 www.bmrs.net Bruderer UK Ltd www.bruderer.co.uk Bruntingthorpe Proving Ground www.bruntingthorpe.com

E1031 E347

BTB Exhausts Ltd www.btbexhausts.co.uk

E1072

Butser Rubber Ltd www.butserrubber.com

E587

BW Precision Engineering Limited www.bwprecision.co.uk

E840

Ferodo Racing / Circuit Supplies (UK) Ltd www.circuitsupplies.com

E1290

Ferrea Racing Components www.ferrea.com

E570

Laser Prototypes www.laserproto.com

E1048

Finishing Techniques Ltd www.fintek.co.uk

E431

Lee Spring Limited www.leespring.co.uk

E661

Lifeline Fire & Safety Systems Ltd www.lifeline-fire.co.uk

E185

Fire Extinguisher Valve Company Ltd E384 www.f-e-v.co.uk Frap Italy - Ball Joints Technologoies www.frap-oem.com

E861

Lista (UK) Ltd www.lista.co.uk

G&S Valves Ltd www.gsvalves.co.uk

E680

Luke Motorsport www.wosperformance.co.uk

E480

Geartronics Ltd www.geartronics.co.uk

E391

M.E.RIN srl www.merin.it

E740

GEMS Performance Electronics www.gems.co.uk

E346

Magni-Tec www.magni-tec.com

E863

Gill Sensors www.gillsensors.co.uk

E433

Maha UK Ltd www.maha.co.uk

www.racecar-engineering.com • Autosport International 2013

E1190

E1065


Metalweb www.metalweb.co.uk MFactory Competition Products www.teammfactory.com Miba Coating Group www.miba.com Mini Gears www.minigears.co.uk

E272 E447 E1030 E80

RCS Ringpann (UK) Ltd www.rcscables.com

E470

Tilton Engineering www.tiltonracing.com

REM Surface Engineering www.remchem.com

E941

Richard Grant Mouldings www.rgmouldings.com

E240

Titan Motorsport & Automotive Engineering www.titan.uk.net

Robert Bosch GmbH www.bosch.co.uk

E1170

Titan Motorsports & Manley Performance www.titanmotorsports.com

E548

E1087

E260

Motec Europe Ltd www.motec.com.au

E170

Roemheld UK Ltd www.roemheld.co.uk

E943

Total Seal Piston Rings www.totalseal.com

E772

Motorsport Trailers www.motorsporttrailers.co.uk

9020

S&D Speciality Metals www.s-d-specialitymetals.co.uk

E741

TPS WeldTech Ltd www.tpsweldtech.com

E642

Newman Cams www.newman-cams.com

E847

Safetykleen UK www.safetykleen.co.uk

E630

Trac Measurement Systems E1010 www.measurement.trac.group.com

Nicholson McLaren Engines Ltd www.nicholsonmclaren.com

E380

Samsonas Motorsport www.samsonas.com

E870

Trident Racing Supplies www.tridentracing.co.uk

E649

Odlings MCR Ltd www.odlingsmcr.co.uk

E541

SAS Engineering Limited www.sasengineering.co.uk

E1062

TRS Motorsport Ltd www.trs-motorsport.com

E647

Oerlikon Balzers www.oerlikon.com

E1073

SFS Performance www.sfsperformance.co.uk

E1162

TTI Group Ltd www.ttigroup.org.uk

E445

Ole Buhl Racing Ltd www.obr.uk.com

E496

Universal Marking Systems Ltd www.ums.co.uk

E960

VAC Motorsports www.vacmotorsports.com

E860 E180

Optimax Image Inspection & Measurement Ltd www.optimaxonline.com Optimum G www.optimumg.com Pankl Racing Systems UK Ltd T/A Northbridge Motorsport www.northbridgemotorsport.com

Smiths Metal Centres Ltd www.smithmetal.com

E786

E484

Variohm Eurosensor Ltd www.variohm.com

Souriau www.souriau.com

E493

Vero Software www.verosoftware.com

E683

Performance Friction UK www.performancefriction.com

E970

Performance Racing Industry www.performanceracing.com

E581

Phoenix Dynamics www.phoenixdynamics.com

E532

Pistal Racing www.pistalracing.it

E961

PMI Europe www.pmi-europe.nl

E684

Power Fin Technologies www.powerfin.co.uk

E730

Production Engineering Solutions Magazine www.pesmag.co.uk

SPA Design

E244

www.spa-uk.co.uk SPAL Automotive (UK) Ltd www.spalautomotive.co.uk Specialist Components

E530 E395

www.specialist-components.co.uk Specialty Fasteners & Components Ltd E887 www.specialty-fasteners.co.uk

Versarien Ltd www.versarien.com Vibra-Technics Automotive Ltd www.vibra-technics.co.uk Viraver www.viraver.com VP Racing Fuels www.vpracingfuels.com

E1161 E845 E1080 E385 E472 E444

SS Tube Technology Ltd www.sstubetechnology.com

E880

Walkers – Tekofibra – Tecno2 www.walkers-garage.co.uk

SSAB www.ssab.com

E946

Wavetrac Differentials www.wavetrac.net

E1070

St. Cross Electronics www.motorsportcables.com

E648

WDS Component Parts Ltd www.wdsltd.co.uk

E1060

Stand 21 UK www.stand21.fr

E590

Westwood Cylinder Liners E862 www.westwoodcylinderliners.co.uk

Super B www.super-b.com

E471

Willans www.willansharness.co.uk

E499

E249

Supertech www.supertechperformance.com

E546

Williams Advanced Engineering www.williamshybridpower.com

E280

E1083

Swedish Motorsport Industry www.smi.nu

E330

25crmog.com www.25crmog.com

E220

Syvecs Ltd/Life Racing Ltd www.syvecs.co.uk

E343

Xceldyne - PSI www.xceldyne.com

E340

Tekdata Interconnections Limited www.tekdata-interconnect.com

E432

Xtrac Ltd www.xtrac.com

E162

The MPA Group www.thempagroup.co.uk

E830

Zeitronix Inc www.zeitronix.com

E383

Zircotec Ltd www.zircotec.com

E962

ZRP www.drakos.com.gr

E846

E920

Quentor Ltd www.quentor.com

E731

Race Engine Magazine www.highpowermedia.com

E660

Race Tech www.racetechmag.com

E1081

Simtech - Rallycell Fuel Cells www.simtech.be

E770

Premier Fuel Systems Ltd www.premier-fuel-systems.com

E832

E398

Penny & Giles www.pennyandgiles.com

Precision Technologies International (PTI) www.ptiltd.co.uk

Simpson Performance Products www.teamsimpson.com

E42

Racecar Engineering www.racecar-engineering.com

E370

Raceparts www.raceparts.co.uk

E390

The Northamptonshire High Performance Technologies Network E241 www.investnorthamptonshire.co.uk Think Automotive Ltd www.thinkauto.com

E270

February 2013 • www.racecar-engineering.com


AUTOSPORT ENGINEERING – FLOORPLAN

SHOWMAPS

HALL 9 E1130

Car & Technical Display

E1240

E1140

E1049 E1047 E1048 E1046

E947 E946

E961 E960

E1065

E1270

E1170

E1280

E1180

E1290

E1190

Car & Technical Display

E1085 E1083 E1081 E1084 E1082 E1080

E1162

E1073 E1071 E1072 E1070

E1260

E943 E942

E1063 E1061 E1062 E1060

TT BAR

E1160

E1161

E1146

E930

E941 E940 E1040

E1246

E920

E1087

E948

E962

E970

E980

E985 E983 E981 E986 E982

E1230

E1033 E1031 E1032 E1030

E1120 E1020 E1010

E1110

E990

Show

nces

Entra

www.racecar-engineering.com • Autosport International 2013

AD


E786

Seating and Meeting Area

E680

E683

E684

E590

E599

E496

E499 E272

E486 E386

E490

E398

AD E80

E472 E370

E161 E160

E162

E360

E86 E84

E572

E40

E42

E241

E145 E144

E244

E146

E249 E248

E140

E240

E341 E340

E441 E440

E433 E431 E432 E430

E533 E532

E330

E181 E180

E560 E260

E262

E449

E343 E342

E447 E445 E444

E548

E347 E346

E546

E287 E283 E280 E286 E284 E282

E570

E385 E383 E380 E384 E382

E772 E670

E397 E395 E393 E391 E390

E770

E471 E470

E662 E530

E485 E481 E484 E482 E480

E762

E541 E540

E731

E581 E580

E643 E641 E642 E640

E649 E647 E648 E646

E841 E842 E840

E748

E661 E660

E847 E846 E832 E630

E493 E492

E880 E730

E587 E585 E586 E584

E870

E741 E742 E740

E862 E747

E761 E760

E863 E861 E860

E781 E780

E873 E872 E830

E785 E784

E887 E885 E883 E886 E884

Seating Area

E222 E220 E20

E130

8-9 LINK

E270

E170

E185

AUTOSPORT ENGINEERING VISITORS ENTRANCE Thurs & Fri only

THURSDAY TO SUNDAY

Autosport International 2013 • www.racecar-engineering.com


RACECAR ENGINEERING - AUTOSPORT PREVIEW 2013

Laser Protoypes Euorpe Ltd

KA Sensors

LPE is the longest established Rapid Prototyping bureau within the UK and Ireland, offering a wide range of Rapid Prototyping and Rapid Manufacturing services including Stereolithography, Selective Laser Sintering, Vacuum Casting, Investment Casting and complete in house finishing and painting services to the autosport industry.

KA Sensors, specialise in the design and manufacture of high performance sensors and instrumentation systems used in the demanding world of motorsport and automotive development.

Continuous investment in equipment and materials , ensures clients have access to high quality prototype models, and the recent addition of the largest SLA machine in the UK, the IPRO 8000 allows LPE to offer bigger and better and even greater accuracy and part definition. With a huge build capacity of 750 mm x 650mm x 550mm, LPE offers the widest range of RP materials geared towards the autosport industry in the UK. Bluestone, Nanotool and Ceramax are ceramic filled SLA materials offering exceptional thermal and moisture resistance. Capable of withstanding temperatures of over 200oC they have proven invaluable for functional testing of under bonnet components and in the development of models for wind tunnel testing and the production of fluid handling components where moisture stability is required. The new SL7820 black resin offers considerable cost and time savings for the direct production of black components, eliminating the

We have more than 30 years of application experience in a hugely diverse range of industries. We understand the requirements of your applications and will assist in selecting the best and most effective solution for your needs.

need for post-production painting. A high gloss finish can also be achieved with minimal effort thanks to the excellent surface finish and detailing produced. With high impact strength and good dimensional stability even in humid conditions this new SLA material can also be used for automotive concept modelling and rapid manufacturing of low volume non load bearing components. Working closely with many key companies in the autosport industry, LPE offer a one stop shop for all your prototyping and low volume production requirements. To find out more on the range of services available or a quotation, visit www.laserproto.com or by email sales@laserproto.com or call our technical sales team on 028 9096 0680. LPE – Providing Solutions

CONTACT INFORMATION LASER PROTOTYPES EUROPE LTD. Unit 2a Balmoral Link Belfast BT12 6QB

TELEPHONE +44 (0)28 9096 0680 WEB www.laserproto.com

26 www.racecar-engineering.com • Autosport International 2013

We offer a large range of high quality products available off the shelf. Also to complement our standard product range we offer a custom design service where we can work with you to supply a single component or complete system designed to match your exact requirements.

Model KP series, Linear Position Sensors. Measurement ranges between 12mm and 300mm. With an expanded range of options including dual outputs for redundancy, quad wiper arms for protection against heavy vibration, triple seals against moisture ingress. We also offer compact size sensors for tight installations, spring return shafts, flange mountings and more.

Several new and upgraded sensor systems are launching during the Autosport International 2013 Exhibition. These include:

Model RHL3, Laser Ride Height Sensors. Measurement ranges of 200mm and 500mm and a high operating temperature of 110degC. A replaceable lens is also featured, enabling damage from debris to be fix track side. This is a major step forward in the technology and is already being used in several top level race teams.

Other enhanced product ranges include: Sensors to measure Pressure, Force, Temperature, Acceleration, Position, Torque, Speed, Wiring and Electronics. We have technical partners and distributors situated in the key motorsport countries around the world, who not only supply the full range of products from KA Sensors but also offer complimentary products and services.

CONTACT INFORMATION KA SENSORS LTD Unit 14A, The Old Malthouse Springfield Road Grantham NG31 7BG UK

TELEPHONE +44 (0)1476 568057 WEB www.kasensors.co.uk


RACECAR ENGINEERING - AUTOSPORT PREVIEW 2013

Ryan Motorsport Insurance

Peterson Fluid Systems

Ryan Motorsport Insurance provides a comprehensive solution for all your motorsport insurance needs Our products include – Cover for any race cars whilst competing at any events worldwide, Personal Accident for drivers and teams, track day cover, team commercial insurance, liability coverage for events & venues, storage and transit insurance for vehicles, tools and equipment.

Peterson Fluid Systems is the choice of champions for wet and dry sump oiling systems. We offer a complete system from our class leading oil pumps to our championship winning oil tanks, oil & fuel filters, and accessory drives. Our products have been proven in NASCAR, NHRA, IHRA, Australian Super Car Series, IRL, WOO, USAC, and many other types of racing worldwide. We don’t stop there! We are constantly refining and evolving our product based of real world racing experiences and suggestions from you, the racer. We also offer custom setups and have done oiling systems for off-road systems, airplanes and even a sewage treatment plant. Call us today to see how we can help you with your project!

Our On Track insurance product can be provided for all levels of competition including - Single Seaters, GT, Sportscar, Hatchbacks, saloons, sprints, hillclimbs and track days. Cover is based on the sum insured and excess figures to suit you and/or your driver. The most cost effective quotation that we can provide would be to cover your complete season of races and test days with a built in discount. We can also insure individual events if required. With over 15 years of experience within the motorsport insurance business and having competed in various race championships, Managing Director Ryan Mone has an extensive knowledge

and understanding of the insurance requirements for individuals, companies and teams alike. With the assistance of a dedicated team of staff we endeavour to provide you with the highest possible levels of service and advice, combined with competitive premiums. Ryan Motorsport Insurance strive to have claims paid to clients within a week of the full required claim information being received, as we know how important it is to have the car’s repairs paid for and to be back on circuit for the next event. The easiest way to obtain a quotation for 2013 is to log on to the website – www.ryanmi. com – and complete the online request form for your particular enquiry. Alternatively call +44 (0)1799 524202 to discuss your requirements, or email info@ryanmi.com Ryan Motorsport Insurance Limited is an appointed representative of Independent Broking Solutions Limited who are authorised and regulated by the Financial Services Authority, registration number 312026

CONTACT INFORMATION RYAN MOTORSPORT INSURANCE 9 St. Clare Street London EC3N 1LQ

TELEPHONE +44 (0)1799 524202 WEB www.ryanmi.com EMAIL info@ryanmi.com

Oil Tanks Peterson dry sump oil tanks feature years of research in design to provide the best tank on the market. Oil tanks are more than just a reservoir, when designed right they are an integral part of the oil system and can allow the air to be removed from the oil while also keeping the oil in the tank. This will lead to better lubrication and virtually no mess on the outside. We have a wide range of speciality tanks that are designed specifically for that style of racing, as well as, standard tanks in several sizes. We also can help you design a custom tank for your specific application.

Petersons R4 oil pump is the most advanced oil pump design on the market today. It features a revolutionary 4 lobe twisted rotor design in both the scavenge and pressure bodies. Available in 1-6 stages.

CONTACT INFORMATION PETERSON FLUID SYSTEMS 9801 Havana St Henderson, CO 80640 USA

TELEPHONE (800) 926-7867 WEB www.petersonfluidsys.com

www.racecar-engineering.com • Autosport International 2013


NEW CARS

The best of the new breed Launches are always a highlight of AIS, but this year looks set to be the most exciting lineup ever. Here’s a sneak peak…

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very year the Autosport International Show, which runs alongside the Autosport Engineering Show, plays host to a number of new car launches, with many British and European firms using the event to show off their new machinery to a large audience. The 2013 show will be no different. While a full list of launches was not available as we closed for press, some had already been announced and it looks like one of the best shows ever in this respect… bRDC F4 The first launch is a car that has already sparked some controversy in the motorpsort engineering industry. MotorSport Vision announced its new junior single-seater series for launch in 2013 in September, but the new car – the MSV F4-013 – will be seen for the first time at the show when MSV chief executive Jonathan Palmer unveils it on stand 2720, next to the entrance to Hall 20. The new championship, named Formula 4, has – according to the literature – been created

by SAM COLLINS to provide a ‘much-needed’ modern low-cost series aimed at those starting single-seater racing and a stepping stone to higher formulae. The British Racing Drivers’ Club (BRDC) will partner MSV in the development and support of the series, which will be titled the BRDC Formula 4 Championship. All the cars will be identical and built by the RFR company now headed by Ralph Firman, who founded and ran the

The car will be fitted with a 2-litre Ford Duratec engine supplied by Cosworth and developed to produce 175bhp using a Cosworth engine management system. The gearbox will be more sophisticated than any previous car at this level, being a sixspeed Sadev transmission incorporating paddle shift. Cosworth will also supply the gearbox control system. Teams have been encouraged to purchase and run the newly-built BRDC Formula 4

“Costs can be lower if drivers look after the cars themselves” legendary Van Diemen operation. The chassis is designed to embrace contemporary technology to provide optimum safety and affordability, and will feature an advanced spaceframe construction embodying the latest FIA Article 277 safety standards. The MSV F4 cars will feature front and rear wings and run on 8” front and 10” rear wheels, with slick and wet tyres supplied by Yokohama.

cars alongside private familyrun entries in a bid to create a healthy and competitive paddock. Teams wishing to join the championship will be limited to running a maximum of four cars. The cost of participation is expected to range from £35,000 for a private entrant to £70,000 for a professional team. ‘It is clear that British motorsport needs a new singleseater championship that really

attracts the young talent of today to produce large competitive grids of drivers aiming for F1,’ explained Jonathan Palmer. ‘At MSV we have used all of our considerable experience and judgment to launch what I think is a compelling package which I believe will re-energise this sector of motor racing. I am very excited about the prospects for the BRDC Formula 4 Championship and am delighted that our vision has been shared by the BRDC, whose president Derek Warwick has already demonstrated tremendous enthusiasm and interest in the detail operation of the championship. ‘We are in an era of relative austerity, which looks like continuing for some years, and it is essential we provide young single-seater drivers with an affordable path to learn and prove themselves. With F4 we have focused on four key areas: providing the lowest season running costs, the lowest car purchase price, the highest levels of car equality and highest safety standards.’ However many have argued that the junior single-seater market in the UK is already

The MSV F4-013 will be fitted with a 2-litre Ford Duratec, and will feature a six-speed paddle-shift Sadev transmission

www.racecar-engineering.com • Autosport International 2013


The RXC is a completely clean-sheet design for Radical, using only a handful of components from its present range

saturated by spec series and the last thing needed is another category. However Palmer is expected to address these concerns at the car’s launch. The response from teams has been strong, with all 24 cars sold already to a mix of private entrants and established teams like Comtec and Carlin. ‘We want to enable both privateers to run cars competitively and welcome teams too,’ says Palmer. ‘At this level costs can be lower if drivers look after cars themselves, with family and friends, though we are also keen for teams, existing and new, to run cars and provide valuable support to drivers. However, much controversy surrounds the scope these teams will have to adjust the cars with the only setup parameters being ride height, camber and caster (within a specified limit), front and rear anti roll bars, a choice of three spring stiffnesses and wing angle, leaving many young engineers disappointed that they cannot hone their skills within such limited scope. There will almost certainly be much debate about this at the show.

Radical RXc Over the past decade one of the few success stories of the British racecar manufacturing industry has been Peterborough-based Radical Sportscars. It has built over a 1,000 cars since it was founded in 1997 all of which have been open-top sports racing cars. But that is about to change, the show will see the debut of the first Radical with a roof, dubbed the RXC. It is more than just a racecar – it is road legal! Radical’s engineering team set out three-and-a-half years ago in an attempt to design

for the RXC under the guidance of Radical’s MD Phil Abbott and chief designer Nick Walford. ‘It’s the car we’ve always wanted to make,’ enthused Abbott. ‘By applying our extensive knowledge and understanding we have produced a GT car that – just like our other products – will outperform machinery costing many times more. But more important than that it’s going to be incredibly thrilling to drive.’ The RXC has undergone significant aerodynamic development and generates

“It’s a GT car that will outperform those costing many times more” and develop the world’s most extreme road-legal coupe. The RXC is a completely cleansheet design for Radical with only a handful of components carried over from its present range. Everything from the chassis and suspension design to the new V6 engine and sevenspeed gearbox configuration has been developed specifically

more than 900kg of downforce at speed. Cooling for the engine and braking systems is directed though vents in the nose and sidepods while a GT3-specification rear wing is adjustable to suit different circuit configurations. The cockpit is easily accessed by the gullwing doors, part of the most complex body that Radical has

ever produced and incorporating both composite and carbon fibre sections. As Radicals tend to be driven by amateur racers, the bodywork has been designed with them in mind – being multi-piece allows it to be costeffectively repaired or replaced. The bodywork clothes a high-tensile, laser-cut CDS tubular steel spaceframe, developed in the same way as Radical’s FIA-approved SR series chassis. The integral rollcage ensures maximum occupant safety and vehicle stiffness, with both the nose and tail of the car boasting crash boxes. To prove the strength and very high level of safety the chassis will be submitted the same comprehensive FIA crash test that Le Mans cars are subjected to. The new Radical with a roof is powered by the 3.7-litre 24-valve V6 unit Ford Duratec 37 Ti-VCT engine tuned by RPE, the firm’s in-house engine division. Engine management comes from AER. It has twin-independent variable cam timing and sequential multi-port electronic injection. A fly-by-wire throttle ensures

Autosport International 2013 • www.racecar-engineering.com


NEW CARS

The Sin 01 will be powered by a 6.2-litre V8 Chevrolet engine, producing approximately 500hp

immediate power and response and the car will meet full Euro 5 emissions compliance for markets across the world. Despite their racing specification the engine and gearbox service intervals are up to 10,000km. For territories and championships that allow it, Radical will also offer a 3-litre 480bhp variant of its RP-series V8 engine as used in TC2000. Both engine options drive the rear wheels through an all-new bespoke RPE/Quaife sevenspeed transverse gearbox that is low in weight and ensures the overall weight balance remains very close to that of an SR3. Featuring paddleshift and an integral Quaife Automatic Torque Biasing differential, gear ratios are quickly and easily changed from the side of the gearbox like current F1 design practice. The in-house developed paddleshift system allows full-bore, 50ms seamless upshifts and automatically blips the throttle for clutchless downshifts without the need to heel-and-toe. For the first time on a Radical, the RXC features a bespoke Intrax Racing Suspension inboard push-rod suspension system with double wishbones all round to reduce unsprung mass and further improve Radical’s class-leading ride quality and handling. Fourway adjustment is available as an option on the RXC-optimised dampers, with all cars benefitting from GT3-style camber and suspension geometry adjustment. 330mm front and 310mm rear fully-floating disc brakes with sixpot calipers take care of braking. Carbon ceramic discs and calipers

are available as an option. The brakes sit inside 17” centre-lock wheels front and rear – the biggest ever fitted to a Radical production car. The AiM MXL2 LCD multifunction dashboard provides driver information. The optional datalogging system adds a comprehensive portfolio of configurable inputs, from brake pressure and temperature logging to G forces and suspension travel. AiM’s SmartyCam system can also be added to the system to provide video with a realtime overlay of data, ideal for lap time improvement or corporate use. The interior of the RXC features a multi-function fully adjustable steering wheel, EPAS power steering, electrically adjustable and heated wing mirrors, air conditioning, heated windscreen with single wiper and an adjustable pedal box. Occupants sit in bespoke

A year after the seeds of the project were planted at Birmingham’s NEC, Autosport International 2013 will host the launch of the brand-new Sin 01 sportscar. Designed to offer a similar level of performance to a GT sportscar, the vehicle is a joint venture between British company Pro Formance Metals and the newly-formed SIN Car GmbH, based in Germany. An example

“The 2012 Autosport International show was where Sin 01 started” Corbeau FIA-compliant trimmed bucket seats with six-point racing harnesses. The RXC is almost certain to prove popular with North American track day specialists and will go toe to toe with cars like the Riley MkXXII. SIN 01 It’s not every day that a new constructor is launched, this year’s show features the first look at a new Anglo-German venture.

www.racecar-engineering.com • Autosport International 2013

of Autosport International’s networking power, the two parties first met during the 2012 show and formally commenced work on the project in June. With the car set to weigh approximately 1200kg, the Sin 01’s space-frame chassis will be constructed utilising aerospace-quality metals. The Sin 01 will be powered by a 6.2-litre, Chevrolet V8 engine, producing around 500hp, coupled with a Porsche gearbox.

Beyond motorsport, a streetlegal version of the Sin 01 is also set to be developed. Even though they were only formed in 2010, Daventrybased Pro Formance Metals draws on over 20 years of experience in the material industry and currently supplies metals and plastic to all levels of motorsport, including Formula 1. ‘I’ve been going to Autosport International for the last 20 years as a metals distributor, and the 2012 show was where the Sin 01 project started,’ said Pro Formance Metals managing director Phil Matts. ‘Now, less than a year on, we’re getting ready to launch it at Autosport International 2013, which is the industry’s biggest platform. ‘Construction is advanced on the first car in Germany and we’re excited about presenting the project to the motorsport community in January.’ Pro Formance Metals will be based at Hall 7, Stand 7540 throughout the four days of Autosport International.


AUTOSPORT ENGINEERING – HAYABUSA ENGINE

Onwards and upwards Two turbocharged Suzuki engines for hill-climb sprinting will be showing at AIS

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he Mussett Technology Group will attend the Autosport International Show with not one, but two examples of its 1.5-litre turbocharged Suzuki Hayabusa engine that has been adapted to run in a standard chassis, and is targeted at the hillclimbing fraternity. Engineers at the firm are working over the Christmas break to ensure that two engines will be ready, one on the Quaife stand and the other will be featured on the stand of DC Electronics. The MR1500T is derived from a high-performance motorcycle engine, and has been re-designed by the firm’s engineers to allow the main casing structures to be load-bearing. The semistressed engine is the result of months of design work and will be launched in conjunction with Geoff Page Racing. LOAD BEARING The MR1500T has a new crankcase and sump which is CNC-machined from aircraft specification billet aluminum, allowing the chassis loads to be transmitted through the engine block and reducing the requirement for extra structural support. The stressed bottom end of the engine allows for the use of a 5.5” multi-plate racing clutch and standard-type bell housing, which can support the extra weight of a car. The engine will employ a four-stage pump dry sump lubrication system to maximise oil flow and eliminate the problem of oil starvation during cornering. Peter Elleray, designer of the 2003 Le Mans-winning Bentley Speed 8, was carrying out some consultancy work for the company when they broached the idea of him helping them with the adaptation to the engine, a task that he readily agreed to.

‘Geoff had been doing highend Suzuki engines, and with Peter’s ability, we could produce a lightweight, high output small capacity engine,’ says Graham Muff from Mussett Engineering. The performance figures are expected to be 500bhp, 1.7 bar of boost and 380lbs/ft of torque. The unit is aimed at the hillclimb sprint market, and eventually anyone running anything up to a Formula 3 chassis.

Although highly modified from the original Suzuki, the MR1500T retains the performance and reliability of the original engine top end design

The turbocharged engine features a new crankcase and sump which is CNC-machined from aircraft specification billet aluminum

GAp IN thE mARkEt Managing director Gordon Mussett said: ‘This is an exciting new project for us. We have decades of motorsport experience and we firmly believe that our MR1500T engine fills a gap in the market for race car manufacturers, track day companies and private enthusiasts who are currently using motorcycle engine cars for fast road, race, and sprint and hillclimb use. ‘All of the CNC machining is done in house at our factory. The carbon fibre components including the intake plenum will also be manufactured at our dedicated composites facility, Mussett Composites.’ The MR1500T engine uses highly modified Suzuki Hayabusa head and cylinders, retaining the performance and reliability of the original engine top end design meaning that the MR1500T stressed crankcase design will allow customers to upgrade without starting from scratch with a completely new engine. The MR1500T will be 1500cc capacity with a turbocharger installed and will use a specially-designed crankshaft. Future plans for the engine include installation in road and track cars as well as a long held intention for use in a F1 Catamarantype powerboat.

Autosport International 2013 • www.racecar-engineering.com


AUTOSPORT ENGINEERING – INNOVATION

Hooray for Ole? Ole Buhl Racing are well-respected in the industry for powering championship-winning cars – and their new PCM is a strong contender for this year’s Racecar award for innovation

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he Graham Jones Award is presented for the most innovative product on display at the Autosport Engineering Show. During his time as Editor of Racecar Engineering, one of the tasks that Graham Jones most looked forward to was picking the most innovative product on display in the Autosport Engineering Show. Every year Graham, who passed away in September 2011, took great pride in presenting the winner with the award, after often lively and

spirited debate. As a tribute to our respected former Editor, the Racecar staff are proud to present the award in his name. Among the leading candidates for the 2013 show is Ole Buhl Racing (OBR), with its new power control module. The PCM2 will be formally launched at the show after a prototype version was shown off at PRI in December. ‘We were among the first to explore the market for computer-controlled battery power junction boxes,’ says Ole Buhl. ‘Most electrical installations

in competition cars used complex and expensive junction boxes which included old-fashioned relays and circuit breakers. These boxes were often large, heavy and did not offer any form of intelligence in functions. ‘As is our company policy, we were looking for possibilities to improve the electrical installations. Our aim was to reduce the complexity of the wiring harness, simplify installation, save weight and to add logic into the battery voltage distribution in the car.

How wonderful would it be if we quickly could redefine outputs and how they were switched without having to rewire a complex relay box?’ In 2005, with help from Porsche Motorsport, Buhl and his engineers started to develop a microprocessor-controlled PCM. In spring 2006, Porsche tested the first samples, and later that year the first generation Ole Buhl PCM was made available to customers. ‘Initially customers were a bit apprehensive of the new technology, but the reliability of the PCM has been astonishingly good,’ says Buhl. ‘Porsche Motorsport’s RS Spyder’s went on to win the ALMS championships in 2007 and 2008 with our PCM and today many of the world’s top rally and racing cars are equipped with it.’ Over the years the PCM was gradually updated and improved, but Buhl knew that in order to incorporate all the ideas and suggestions from his staff and customers he would have to develop an all-new module. Today OBR has the capability to conduct electronic hardware design and PCB layout in-house as well as software development. This advance of the company made it possible to develop a brand new line of products, among them the new PCM. ‘As PCM was the market leader of the first generation power boxes, we have seriously moved the goalposts with the PCM2,’ enthuses Buhl. ‘It takes the whole Power Control Module concept much further than existing modules currently on the market. Based on our experience and the success of the first

“Initially customers were a bit apprehensive of the new technology, but the reliability of the PCM has been astonishingly good” www.racecar-engineering.com • Autosport International 2013


have up to 20 switches, each having two LED warning lights, and when used with PCM2, each switch can have up to eight stages defined. It has already undergone extensive testing, both in the lab and in real-world conditions, and during the 2012 season it was used in international championship winning rally and racing cars with great success. Its usage looks set to grow too as the FIA has already inspected and homologated the module for use in WTCC and in WRC cars. You can discuss the full capabilities of the OBR PCM2 with the engineers behind it at the Autosport Engineering Show, where it will be on display in Hall 9, stand E496. If you’d like to nominate another product that will be on display at the Autosport Engineering show, please contact Racecar Engineering via our website or visit our stand at the show in Hall 9, stand E370. The winner of the award will be announced on the Friday afternoon of the show.

Key design features • PCM2 features 48 power outputs. All power outputs are handled by intelligent high-side switches with self-recovery features, and are suitable for use with motors and resistive as well as inductive loads. Several outputs can handle currents in excess of 150A. • PCM2 also has six outputs capable of PWM control features. PWM (Pulse Width Modulation) provides a square-edge output signal. By varying the duty cycle for the PWM signal, the resulting voltage level can be adjusted. In addition, it is also possible to use a PWM output with a fixed-duty cycle and a varying frequency. PCM2 can handle 0-100 per cent duty cycle values and frequencies up to 25,000 Hz. • To increase the flexibility of PCM2 it has a total of 30 analogue and digital sensor inputs. • Instead of using predefined logic conditions, PCM2 is using a multitasking operating system with event- based logic definitions. Using events is a very strong tool for creating sophisticated control functions and there are – almost – no limitations to the capabilities. • The PC tool used to configure PCM2 is logically laid out and is straightforward to use. A graphic tool is included which makes calibration and verification of the PCM2 configuration effortless. • The PCM2 enclosure is CNC-machined and anodised, is fitted with Autosport connectors and is designed for use in the harsh environment of a modern racing car.

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generation module, it offers a very powerful, highly flexible and technically advanced module. We think it is a huge step ahead of the old model, in technology, features and its very high current-handling ability.’ The PCM2 is capable of working with cutting-edge motorsport electronics including CAN networks. Something that’s a crucial part of its design, as Buhl explains: ‘We have extended the PCM2’s capability to import up to 64 data channels and export up to 64 data channels, using up to four available CAN ports,’ he says. ‘We have gone a long way to make the CAN data channels completely free for the user to configure; there are no limitations to the CAN addresses used or how to configure the protocol. This makes it easy to integrate the PCM2 with almost any product found on the market. It will of course also handle CAN routing, allowing data from one CAN bus to be exported on another CAN bus.’ The new module couples easily with the popular OBR membrane switch panel which

BUSINESS DEVELOPMENT VISIT TO

MODENA & MOTORSPORT EXPOTECH 2013 29 January - 1 February 2013 Modena, Italy

LOOKING FOR AN INTRODUCTION TO THE HIGH PERFORMANCE ENGINEERING MARKET IN ITALY ? This is the package for you! Introductions, tours and exclusive access to key decision-makers. Package includes accommodation, local transport and access to the Show Bookings - visit www.the-mia.com or contact Helen Jones on +44 (0)2476 692 600, email helen.jones@the-mia.com


AUTOSPORT ENGINEERING JAN 10 - 11 – NEW PRODUCTS hARdwARE

flUIdS

Mittler Bros pull down

Pull down rigs are a vital tool in the Oval racer’s armoury, but they tend to be out of financial reach for many teams. US-based Mittler Brothers is marketing a new rig, with pricing that starts at $64,000 (£39,316). A pull down rig does exactly what its says on the tin, simulating the effect of downforce on a chassis. This allows engineers to fine-tune bump stop ratings or coil binding

as well as investigate other factors such as bump steer and camber changes. The Mittler rig is sold as a complete setup, including scales, a tilting table and even a laptop ready loaded with data acquisition software. The results from this software can be transferred directly to either Excel or the industry standard Pi Toolbox. Check out www.mittlerbros. com for more details.

Viper Performance catch tanks

Fluid transfer specialists Viper Performance’s new aluminium universal breather tanks combine a catch can and a breather outlet all in one. The 550ml tanks feature a 1/8” NPT thread at the bottom connected to a drainage valve, which can easily be removed to use the NPT thread as a return, or remote drain. The

top of the tank has a single -12 ORB female port. A third port on the side of the tank serves as a connection to the breather filter of your choice. Available in mirror polished finish, or black, the breather tanks can be obtained directly from the Viper website. Viper Performance Hall 8, stand 8305 www.viper-performance.com

lIfTERS

Crower EnduraMax lifters Pushrod V8 engines will invariably feature roller lifters unless regulations specify the use of flat tappets. Roller lifters provide an excellent, low friction interface between the camshaft lobes and pushrods. However, they do have their weak points, notably the roller bearing. These rollers almost universally feature a needle bearing which, while providing very low rolling resistance, are susceptible to damage. If a fault develops with the bearing, there is tendency for it to disintegrate, shedding www.racecar-engineering.com • Autosport International 2012

metal throughout the engine, leading to a catastrophic failure. To combat this, US-based engine component manufacturer Crower has developed its new EnduraMax lifter range. Following two years of development, these lifters see the needle bearings replaced with a solid bushing. The material used for the bushing is proprietary to Crower and eliminates the problems associated with needle bearings while still providing a low friction interface. Check out www.crower.com for more details.


bRAkING

TUbING

PFC developments The end of 2012 saw US brake manufacturer PFC release two new products to market. The first is its new ‘V3’ disc retention system, designed to replace standard disc/bell attachments. Instead of bolts or top hats to secure a floating disc, the disc and bell are held together by a retention ring, very similar in appearance to a piston ring. This allows completely tool-less changing of discs in addition to providing a saving in unsprung weight. The company has also released a new range of pad compounds, intended to allow racers to accurately tailor their

pad selection according to track conditions. The compounds are called simply 11, 12 and 13. 11 is a medium friction material, designed to give good pedal feel with smooth release characteristics to eliminate locking at the end of braking events. 12 provides similar performance but with greater durability and is intended for endurance racing. 13 is a very high friction material intended for high grip tracks where greater braking force can be deployed. PFC Hall 9, stand E970 www.pfcbrakes.com

BRAKES

SSAB Steel

Swedish steel manufacturer SSAB has recently entered the motorsport market with its DOCOL range of steel tubing. The material has been specifically developed for the automotive industry, and the company’s DOCOL tubing is designed as a replacement for traditional 4130 chrome molybdenum steels. The key benefit the new tubing brings is a reduction in brittleness at welded joints, the inherent weak points in many

welded safety structures. This performance is due to the high purity of the steel used and exceptionally low carbon content. The material has recently been certified by the SFI for use in SFI 25.X specification roll cages for full bodied drag cars, and SSAB is working on gaining additional certifications. The tubing is available in most common sizes. SSAB Hall 9, stand E946 www.docol.com

bRAkING

New AP Racing products SENSORS

Gill Blade20 Motorsport sensor specialists Gill Sensors recently released their Blade20 rotary position sensor in response to customer demand for ever smaller, faster and higher resolution sensors. The new sensor features the company’s patented induction technology, introduced over a decade ago and continually evolved to meet new requirements. In this latest application the core electronics are 40 per cent smaller than the previous generation while still offering 12-bit resolution capable of up to 15KHz update rates. The technology used in the Blade20 has also been integrated into a number of custom position sensors designed to monitor clutch actuation and throttle pedal position in Formula 1, with each custom sensor homologated by the FIA. Mike Rees, Head of Marketing for Gill Sensors commented. ‘The Blade20 represents a significant breakthrough in position sensing technology, with a single product allowing the measurement of linear and shallow-arc motion, and even long-stroke measurement with a single micro sensor. With a fast update rate for quick positional feedback, it is suitable for a wide range of harsh environment applications that require fast, accurate position measurement.’ Gill Sensors, Hall 9, stand E433 www.gillsensors.co.uk

Brake and clutch manufacturer AP Racing recently releasing several new components. Aimed at the rally market, the CP5540 is a lightweight double-ended, or tandem, master cylinder with two separate hydraulic chambers, which can be employed for either front and rear brake circuits, or a handbrake and differential release assembly. It has a high-efficiency push-type design, mounted via spherical bearings, and the handbrake version is available with an additional spring to delay pressurisation, allowing differential release before handbrake application. AP’s Radi-CAL range has been expanded, further increasing the breadth of applications for the company’s flagship caliper design. The first, the CP6840, is a four piston version designed for the WRC/S2000 and the new FIA cost cap regulations. It’s a radial-mounted forged four-piston

monobloc caliper designed to operate with 300-355x34mm ventilated iron brake discs. The second new development is the CP6382, a 6 piston billet caliper designed for the Formula Nippon series. This 202x35mm centred radial mounted caliper has been designed to operate with a 280mmx28 or 31mm iron brake disc. This caliper is available with nickel plating, to reducing the absorption of radiant heat, or an anodised body surface treatment, while stainless steel pistons and wear plates are fitted as standard. The final iteration, the CP6287, is designed for Touring Car and GT championships. It is a 4 piston forged monobloc caliper designed to operate on 355x32mm iron brake discs. It can also be utilised as a front caliper on Formula type racecars. AP Racing Hall 7, stand 7500 www.apracing.com

Autosport International 2013 • www.racecar-engineering.com


PRI 2013

Where the

Global Racing Industry

Gets Down to Business

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1,100 Exhibitors 3,000 Booths 38,000 Buyers 72 Countries Represented Trade Only

Delivering Business Opportunities for 25 years!

www.performanceracing.com

December 12–14, 2013 • Indianapolis, Indiana • U S A


AUTOSPORT ENGINEERING JAN 10 - 11 – MIA EVENTS

The Autosport Show is the focal point of a larger series of events taking place in Birmingham in mid-January. The International Motorsport Business week features a packed schedule of business development events and networking opportunities, and over the following pages we look at some of the highlights…

Low Carbon Racing Conference

The MIA’s annual green-themed conference has become one of the most important events of the year. It is one of the few places where motorsports key figures openly exchange ideas about the future of the sport and sometimes those exchanges get rather heated. The conference is held at the NEC Birmingham on 9 January and supported by UKTI, and has again confirmed a world-class lineup of contributors from motorsport’s leading edge, and promises to be packed with

For more information or to book a place at the conference please visit: www.the-mia.com/eventsdiary or email Zoe.Chilton@the-mia.com Date: 9 January 2013 Time: 9am–6pm Venue: Autosport International, Concourse Suites 1&2, The Atrium, NEC, Birmingham B40 1NT

innovative showcase displays. So some of those discussions could be very lively. Speakers this year will include: Ben Bowlby, designer of the Nissan DeltaWing who will discuss its stunning race performance in 2012 at Le Mans and ALMS, and Jean-Francois Weber – whose Green GT hydrogen-electric racecar will follow in the footsteps of the DeltaWing at Le Mans 2013. Look out too for Ulrich Baretzky, head of Audi Sport Race Engine Development, who will look forward to Le Mans 2014 exciting energy-based formula, and newcomer Fabrice Lom, head of Powertrain at the FIA, who has the tough task of legislating new energy-efficient solutions around the world of motorsport. In addition to this, Lord Drayson will be in attendance, the former UK Science and Innovation minister, who was behind the 850bhp B12 electric racecar which thrilled the crowd at Goodwood this summer. He’ll outline the future for electric

www.racecar-engineering.com • Autosport International 2013

powertrains and FIA Formula E, and Tim Woolmer from YASA Motors, the innovative electric motor company, which was fitted to the Drayson car, will add his thoughts on future developments. Also speaking will be Alex Burns, CEO of Williams F1 who has led his outstanding F1-based company to diversify into energyefficient solutions, setting up a green technology centre in Qatar and helping Audi to win Le Mans 2012. Tony Harper, head of research at Jaguar, will explain the technology strategy of the Automotive Council in the UK and how it opens up opportunities for innovative suppliers from motorsport companies, while

Steve Sapsford, global markets director of Ricardo, will present for discussion the latest Motorsport Technology Road Map and demonstrate how this links into automotive technology plans and new business. A central element of the event, the all-new technology Innovation Showcase features the latest high performance, low-carbon vehicles, prototypes, and low-carbon, high-performance technologies and all the latest developments for both road and race application. Among the eyecatching exhibits are the Drayson B12 electric racing car, and the lightning-fast electric motorbikes from the TTXGP series.

InTERnATIonAL MoToRSpoRT BUSInESS WEEK Race Tech World Motorsport Symposium: 7 & 8 January MIA Low Carbon Racing Conference: 9 January MIA Business Awards Dinner: 10 January Autosport Engineering show: 10 & 11 January UKTI International Business Exchange: 10 & 11 January Autosport International Show: 10-13 January Motorsport Safety Fund Watkins Lecture: 11 January


Xtrac The move toward alternative fuels in the motorsport and automotive industries is apparent in the Autosport Engineering show, as well as at the MIA Conference. Transmission specialist Xtrac is among the Autosport International 2013 exhibitors applying motorsport expertise to electric and hybrid vehicles, having developed a transmission for the StreetScooter GmbH electric vehicle business. Xtrac has now announced the design of a hybridised automated manual transmission (H-AMT). The prototype-ready ‘1010’ gearbox is aimed at helping premium luxury road car manufacturers meet the 2020 regulations. ‘Xtrac sits in the enviable position of being able to

work with leading race teams as well as high-performance supercar manufacturers,’ says Clive Woolmer, general manager of Xtrac’s automotive and engineering business, ‘so we can ensure that the technology transfer potential between the

automotive and motorsport industries is fully exploited. ‘The premium luxury car sector is predominantly filled with high-performance mid-engine sportscars, coupés, roadsters and luxury limousine derivatives. The sector is enjoying strong sales

growth, but the very nature of their high power output means they are currently the worst performing vehicles in terms of fuel consumption and emissions. We believe we now have a viable and cost-effective transmission solution for these vehicles.’

Business Excellence Awards The MIA Business Awards Dinner recognises business excellence at all levels within the motorsport industry. Held on the evening of Thursday 10 January to conclude the first day of Autosport International, and attracting over 500 people worldwide, the MIA Business Awards provide another valuable business networking opportunity among leading companies from the motorsport industry.

Small Business of the Year Ginetta Cars, Ilmor Engineering, Ole Buhl Racing, Swindon Engines Teamwork Honda Yuasa/Team Dynamics, Red Bull Racing, RML Chevrolet, Silverstone Circuit – British Grand Prix Business of the Year Grainger & Worrall, M-Sport, McLaren Group, Williams F1

There are still a few places remaining for the dinner, priced at £110+VAT for MIA members and £135+VAT for non-members. Guest speaker is acclaimed comedian Alfie Moore – a versatile and distinctively humorous after dinner entertainer. He came slightly later to comedy and brings a

wealth of insights and comedy moments from his years on the beat as a police sergeant, where a keen sense of humour has been the key to his success and survival! For more information please contact Helen Jones on +44 (0)24-7669 2600 or email Helen.Jones@the-mia.com

The shortlists for each award category are listed below: Service to the Industry Haymarket Group, Motor Sports Association, MIRA, Torque Development International New Markets Advanced Fuel Systems, DC Electronics, Ricardo, SPA Design and Composites Export Achievement Goodridge, Hewland Engineering, Interex Motorsport, Radical Sportscars Technology and Innovation DeltaWing, Gill Sensors, Millers Oils, Zytek Group Autosport International 2013 • www.racecar-engineering.com


AUTOSPORT ENGINEERING JAN 10 - 11 – MIA EVENTS

MIA Winning Workshops Whether you want to get into the industry, progress within the industry or broaden your knowledge of the industry, the Motorsport Industry Association’s (MIA) School of Race Engineering is an opportunity you do not want to miss. The Race School offers a course that focuses on the work of a race engineer on the pit wall, rather than the driver’s role. The course is divided into two sections to cover a wide range of essential topics, which include Real World Vehicle Dynamics, Data Analysis, Strategy and Simulation, among many others. Both courses take place in December inside the Lotus F1 HQ in Oxfordshire and Cosworth’s manufacturing centre in Northampton. Each is taught by two, currently successful, chief engineers. Dan Walmsley, chief engineer at Strakka Motorsport, was a major part of the courses being established, along with champion GP3 chief race engineer Jay Davenport. ‘Our mission statement confirms that the course can only be taught by currently “active” race engineers,’ says Walmsley. ‘As race engineering challenges move very fast, we want to keep the content fresh and relevant. One additional benefit of the course is the networking we instigate, where pupils get access

to current race engineers and can make an impression on them, to benefit their future. We socialise with delegates in the evenings, and invite special guests to share their tales of pitlane heroics, in a relaxed environment. ‘The MIA Race School is in its third year, and is continuing to bridge the gap between education and the motorsport world. The course was born out of a recognition that, when both Jay [Davenport] and I entered the motorsport industry, despite the good theory we had learnt at university, we felt somewhat under-equipped and needed more information from people who were currently working and applying their trade. Sadly, someone who has never stood in a pitlane simply has no understanding of the decisionmaking process that a race engineer has to go through.’ From the start, the Motorsport Industry Association was an important partner in the Race School. ‘The MIA always highlights the importance to new recruits of the need to gain practical, hands-on and, most importantly, current race engineering knowledge and skills,’ says Chris Aylett, chief executive of the MIA. ‘The constant need for, and speed

of, improvement, updating and incorporation of innovation makes it very difficult to pass this knowledge on to those wishing to enter motorsport. The biggest challenge was our determination that the course must be taught by the very best, currently successful, race engineers. These “teachers” are in demand at tracks all over the world. ‘Graduates receive a diploma which explains what skills they have been taught and by whom. We know this helps to secure employment, and helps our industry prosper too.’ The pupils range from recent graduates looking to progress from technician to race engineer, to older engineers wanting to broaden their knowledge. Even suppliers come to see what products and services motorsport teams use and need. The future of the Race Engineering School is looking extremely bright as it educates more people and its reputation grows, and it plans to add additional course modules to expand the school. Davenport has confirmed that he will be tutoring the MIA School of Race Engineering ‘Winning Workshops’ at the Autosport International Show on 11 January 2013.

Jay, who has years of experience in single-seater, touring car racing, will be sharing his race-winning secrets of car setup with up to 200 attendees at the show. The three-hour workshops will cover every element of preparing a faster racecar for the track, from tyres and camber setup to gear ratio selection and aero adjustments. Designed to be open to everyone aged 16 and upwards, the workshops are a great taster of professional race engineering for motorsport enthusiasts, club-level racers and even drivers wanting to know more about car setup. The MIA hopes that this accessible yet technical taster of the profession will also help to attract more young science, technology, engineering and mathematics (STEM) students into studying engineering and pursuing a career in motorsport. Tickets for the half-day workshops are only £130, including attendance to the show for the remainder of the day. For more information on the Winning Workshops, visit: www.the-mia.com Contact Zoe Chilton: +44(0) 24-7669 2600 or email Zoe.Chilton@the-mia.com

WhAT doeS The CourSe Cover? This condensed version of the full qualification course aims to give an overview of the key areas of prepping a car to race. Using state-of-the-art multimedia technology, the expert tutors will cover the following key areas: Car setup: Tips, techniques and procedures for setting up your racecar to find those missing tenths. Tyres: The ‘black art’ of maximising grip while minimising wear. Learn how to get the most from your tyres. Chassis stiffness: The importance of a lightweight and stiff chassis. Measurement methods and design improvement are explained. Weight distribution and inertia: The position of weight in your car can make a huge impact on performance. Discover a low-cost but effective way to improve your car. Suspension design: Learn tips and techniques to achieve the optimum racing setup. Gear ratio selection: Selecting the best gear ratios for the power and torque curves for your engine. Aerodynamics: Critical for every type of motorsport, we’ll discuss how to improve your aerodynamic package. Brakes: Learn how to select and optimise your braking system.

www.racecar-engineering.com • Autosport International 2013


AUTOSPORT ENGINEERING JAN 10 - 11 – CHRIS AYLETT BUSINESS – PEOPLE BUSINESS BUSINESS TALK TALK: CHRIS AYLETT

Exporting success As trade show season continues, many motorsport companies are reporting increased sales, with a host of bumper deals being made

T

he recent recent MIA MIA Business Business he Survey shows shows Motorsport Motorsport Survey Valley UK UK companies companies enter enter Valley 2013 with with cautious cautious optimism. optimism. 2013 More than than 60 60 per per cent cent of of these these More UK companies companies increased increased sales sales UK during 2012, 2012, most most increased increased during their staff, staff, and and plan plan further further their recruitment in in 2013 2013 too. too. recruitment record 80 80 per per cent cent now now AA record export, and and more more than than half half report report export, having diversified diversified into into new new having sectors in in recent recent years. years. Generous Generous sectors R&D tax tax credits credits were were claimed, claimed, R&D from the the UK UK Government, Government, by by 55 55 from per cent cent who who are are reinvesting reinvesting in in per increasing R&D R&D work. work. increasing successful industry industry then, then, AA successful overturning negative negative news news from from overturning other manufacturing manufacturing sectors, sectors, other working hard hard to to find find new new working business in in new new sectors, sectors, and and business new overseas overseas markets. markets. China China new has appeared appeared on on the the export export has charts for for the the first first time, time, but but charts the USA USA remains, remains, far far and and away, away, the UK motorsport’s motorsport’s largest largest export export UK market, and and also also the the one one with with market, ‘most potential’. potential’. ‘most have just just returned returned from from PRI, PRI, II have where many many were were chasing chasing new new where business with with the the MIA MIA and and UK UK business Trade & & Investment, Investment, one one securing securing Trade $1.5m order order to to set set aa record record aa $1.5m day for for UK UK companies. companies. II watched watched day orders still still being being written, written, even even orders after the the show show closed! closed! While While after UK Government Government budgets budgets are are UK being cut, cut, the the MIA MIA secures secures being increased financial financial support support increased from UKTI, UKTI, which which provides provides from enormous help. help. Just Just last last week, week, enormous further £45m £45m was was made made aa further available to to help help firms firms to to available export from from the the UK UK –– pro-active pro-active export exporting and and international international trade trade exporting just have have to to be be the the best best way way to to just counteract recession. recession. counteract This was was the the last last PRI PRI Show Show This in the the Orlando Orlando sunshine, sunshine, as as itit in returns to to Indy Indy next next year, year, the the returns new owners, owners, SEMA, SEMA, having having new merged the the show show with with IMIS. IMIS. merged The vast vast potential potential of of the the USA USA The motorsport market market can can then then motorsport

be reached reached at at one, one, vast vast PRI PRI be Indianapolis show show from from 12-14 12-14 Indianapolis December 2013. 2013. IfIf the the USA USA December market is is on on your your radar radar –– and and itit market should be be –– don’t don’t miss miss the the PRI PRI should Show 2013, 2013, where where the the MIA MIA will will Show help UK UK companies companies secure secure UKTI UKTI help support to to exhibit exhibit there. there. support The talk talk of of PRI PRI was was the the The merger of of ALMS ALMS and and Grand-Am, Grand-Am, merger becoming one one series series from from becoming January 2014. 2014. The The France France January family, at at aa stroke, stroke, increase increase their their family,

media and and –– most most important important –– media TV audience audience compared compared to to their their TV NASCAR programme. programme. This This move move NASCAR brings more more racing racing to to their their tracks, tracks, brings better relationships relationships with with their their better automotive partners, partners, increased increased automotive content for for TV TV partners partners and and content an exceptional exceptional opportunity opportunity an for competitors competitors and and sponsors. sponsors. for NASCAR resources, resources, when when focused focused NASCAR on USA USA sportscar sportscar racing, racing, will will on make an an enormous enormous difference, difference, make so expect expect some some surprises. surprises. so

UK companies companies have have been been doing doing aa roaring roaring trade trade at at recent recent shows shows UK

influence on on global global motorsports. motorsports. influence With their their ownership ownership of of NASCAR, NASCAR, With Grand-Am, ALMS, ALMS, Sebring, Sebring, Grand-Am, Road Atlanta, Atlanta, and and aa majority majority Road shareholding in in International International shareholding Speedway Corporation Corporation with with Speedway 13 race race tracks tracks in in the the USA, USA, 13 they effectively effectively now now ‘own’ ‘own’ they stock car car and and sportscar sportscar racing racing stock in the the world’s world’s largest largest in motorsport marketplace. marketplace. motorsport Make no no mistake, mistake, NASCAR NASCAR Make are determined determined to to increase increase are the popularity popularity of of sportscar sportscar the racing in in the the USA. USA. They They will will racing benefit from from the the different different benefit demographics, sponsors, sponsors, demographics,

Any supplier, supplier, hoping hoping for for Any sportscar business business in in 2014, 2014, sportscar simply must must visit visit the the Rolex Rolex 24 24 simply at Daytona Daytona on on 26 26 and and 27 27 January January at just an an hour hour from from Orlando, Orlando, –– just direct flights flights from from London, London, direct and low-cost low-cost hotels hotels plus plus every every and team, sponsor, sponsor, manufacturer manufacturer team, and organiser organiser in in attendance. attendance. and This is is the the time time to to meet meet the the This right people people to to share share in in the the new new right future of of US US sportscar sportscar racing racing –– future don’t leave leave itit too too late. late. don’t The growth growth of of off-road off-road racing racing The was widely widely discussed discussed at at PRI. PRI. was This largely largely unregulated, unregulated, fast fast This expanding motorsport motorsport is is growing growing expanding

out of of south-west south-west USA USA with with large large out budgets, and and good good TV. TV. The The budgets, racing, either either point-to-point point-to-point racing, across hundreds hundreds of of miles miles of of across desert or or long long laps laps of of six six miles miles desert or more, more, is is attracting attracting an an evereveror growing audience. audience. The The teams teams growing are wide wide open open to to new new innovations innovations are and suppliers. suppliers. Their Their needs needs and are not not the the same same as as rallying, rallying, are their sporting sporting demands demands are are so so their different that that suppliers suppliers need need to to different get into into the the desert desert to to meet meet the the get buyers, and and see see for for themselves. themselves. buyers, To help help European European companies companies To get close close to to this this new new business, business, get the MIA MIA is is running running an an Expo Expo In In the The Desert Desert at at Parker, Parker, Arizona, Arizona, The just three three hours hours from from Las Las Vegas, Vegas, just from 30 30 January January to to 33 February February from 2013. The The show show surrounds surrounds all all 2013. 250+ competitors, competitors, so so they they see see 250+ the products, products, meet meet exhibitors exhibitors the and agree agree what what to to change change to to and meet their their specific specific use. use. All All these these meet customers want want is is to to ‘go ‘go faster, faster, customers and last last longer’ longer’ in in the the desert. desert. and Cars and and trucks trucks cost cost over over $1m $1m Cars each, and and entries entries exceed exceed 400 400 each, vehicles in in one one event event -- check check vehicles www.the-mia.com to to join join us us and and www.the-mia.com write new new business business in in the the desert. desert. write The Motorsport Motorsport Expotech Expotech The Show in in Modena, Modena, from from 31 31 Show January to to 11 February, February, will will January again host host many many international international again visitors seeking seeking business business visitors with the the successful successful high high with performance cars cars from from that that performance region, and and the the MIA MIA team team will will region, be there there too. too. Modena’s Modena’s superb superb be car and and motorcycle motorcycle makers makers car continue to to look look for for new new continue suppliers and and innovations. innovations. suppliers There will will also also be be plenty plenty of of There new business business being being written written at at new the Autosport Autosport International International Show Show the in January. January. II love love to to hear hear about about in your export export successes, successes, and and new new your areas of of business, business, and and want want to to areas help you you to to grow grow your your sales, sales, help come and and visit visit the the MIA MIA on on Stand Stand come 8020 –– the the show’s show’s International International 8020 Business Lounge Lounge and and make make Business 2013 aa great great year. year. 2013

February 2013 97 Autosport International 2013••www.racecar-engineering.com www.racecar-engineering.com 33


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