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has been testing at Paul Ricard in preparation for the 2010 season.
It's interesting to note that Peugeot is testing with their Le
Mans nose. Further more, Peugeot's Bruno Famin specifically
mentioned that the trailing edge of the front diffuser has been
modified (thickened to 30 mm) to comply with revised regulations for
this season. Naturally this would have only referred to the Le
Mans nose. It will be interesting to see if Peugeot runs the
"sprint" version this season, I guess we'll see soon enough at Sebring.
|At the rear the wire mesh has been replaced with an angled carbon panel, again in compliance with 2010 rules (revised Art 3.4.1 b/).|
>>Strakka Racing has been testing at Algarve
in Portugal with their new Acura ARX-01c. According to Nick
Wirth, "[the] 01c will be very different to the 01b." But the
full kit for the 01c won't be raced until Le Mans. For now, the
01c appears as 01b but with a 02a-esque rear wing (1.6 M wide).
Vice President of Operations, Scot Elkins, has indicated that following
the Wheels Down Winter Test a decision will be made regarding rear wing
widths for LMP2 cars. A Technical Bulletin will be issued this
coming week following the test. Recall that the American Le Mans
Series made the decision to combine the LMP1 and LMP2
categories for this year and are working on a solution to equate car
performance by juggling weight, inlet restrictor diameters, as well as
rear wing widths (for the P2 cars).
>>According to Racecar Engineering Magazine, details
are emerging about the 2011 follow on Audi LMP (as yet to be named).
Says RCE, the 2011 Audi LMP will be powered by a, "small
capacity" twin-turbo diesel V6 which will be augmented by a hybrid
powerplant. Maximum engine capacity for LMP1 diesels in 2011 will
be 3.7 liters, so we'd assume the new Audi diesel would be to the
maximum capacity. Asking around, we hear a confirmation on the
turbo diesel V6 part of the Audi equation but not so on the hybrid
aspect. For now at least.
has indicated that the replacement for the R15, the "R15 plus" will be
rolled out at the end of February or the beginning of March. In
the mean time we've heard a few whispers about what changes to expect
in the R15 plus. Naturally the front wing will be revised to meet
the letter of the regulations, but more substantial changes are
expected at the rear of the car. And while the details of the
changes are speculations at the moment, we understand there have been
some internal "discussions" in regards to the channel concept.
It is thought that the channel concept caught Audi out at Le Mans
last year inasmuch as the ultimate design direction might not have been
appropriate for Le Mans (though we're told it certainly would be
effective for higher downforce circuits such as seen in the American Le
Mans Series). It is also our understanding that fundamental
issues during the concept phase led the Audi design team in the
direction they headed with the R15. That issue has been
corrected, but how that will reflect in the modified R15 plus remains to be seen.
hearing from Japan the unfortunate news that engine designer Hiro
Kaneda has passed away. Hiro's career spans many decades and he
was most recently working as a consultant to Judd on the AIM V10.
Mr. Kaneda also had a hand in the Zytek V8 as well as the Panoz
4.0 liter V8 that powered the LMP07 (amongst other projects). Two
decades earlier Hiro worked for Honda and was responsible for
their grand-prix winning V10s. Mr. Kaneda's funeral will be held
in Tokyo on the 2nd of February. He was 60.
John W. Judd passes on these words from his father, a tribute to Mr. Kaneda:
"I have worked with Hiro for a long time, about 25 years in total, so
although I know he has gone I still do not believe it. He has been a
friend and a deep source of technical and business support to me for so
long that I will feel his loss for many years to come. Hiro was a true gentleman, the most liked person in EDL, greatly
respected for his ability and quiet helpful manner. To watch him work
on a problem, the way he would analyse and understand it more deeply
than anyone else we have known, was a joy in itself. Even today when
some new development work on our V8 engine seems to have good potential
to improve power and fuel consumption on all our engines, my first
thoughts are that I want to share this with Hiro, to enjoy the
discussion, and to learn more from him. He is held in the greatest possible regard and we
all have great admiration for his intellect and modest understated
manner. He will be very sorely missed, to say the least."
has released this image of the 2010 Lola B10/60. Changes are
refinements over previous Lola designs in addition to being regulations
driven. The most dramatic change appears to be the heavy outboard
radius on the side pod. In turn the rear brake duct has been
and are now almost swallowed by the leading edge of the rear fender.
We can see louvers through the rear fender wheel well and these
driven by regulation changes at the rear of the car (see 2010
regulations analysis below). It's interesting to note that Lola
hasn't gone to the swan neck type rear wing mounts. The Lola
Aston Martin did run said mounts though the revision were developed by
Prodrive for Aston Martin (as were the other Aston "tweaks"). One
can imagine Lola evaluated the mounts internally but have rejected them
for various reasons. Mechanical upgrades accompany the bodywork
revisions and include refinements to the front and rear suspension.
regulations changes for 2010 primarily affect two areas of the
car, the front diffuser area and the rear bodywork. Starting at
the front of the car, for 2010 the ACO has made major revisions to Art
3.5.4. Art 3.5.4 used to be a very brief entry (two dozen words
max) in the regulations and now it is a multi-paragraph regulation (no
fewer than 420 words). Joy.|
now governs the front diffuser. The revised regulation defines that the front
diffuser must effectively be one piece ("...continuous surface, without
openings, slots or cut-outs") and cannot extend past the front wheel
centerline. The regulations also states that the trailing
edge thickness must be at least 3% of the chord length or a minimum of
10 mm thick.
For 2010 only, the ACO will allow that the front
diffuser be made up of two elements (such as on the R15) as long as they are ahead of the
front wheel centerline, have a symmetrical profile with a trailing edge
thickness of 3% of the chord dimension or at least 10 mm thick, and
that the trailing edge must be perpendicular to the symmetrical
profile's centerline. This 2010 exception would seem to
allow the R15 to race but with the need for modifications, primarily to the wing's trailing edges.
Revisions to Article 3.6.1 parallel those called out under 3.5.4 in that it reiterates that symmetrical wings must have trailing edge thickness either 3%
of the chord or 10 mm and that asymmetrical wings must have 30 mm thick
The 2011 front wing/diffuser regulations simply remove the wording that allows two separate elements.
at the rear of the car are covered in Articles 3.4.1 b/ and c/.
Art 3.4.1 b/ mandates that bodywork now must obscure the rear
wheels as seen from the rear from at least the rear wheel center line
up. In the past it was permitted to "cover" this area with 10 mm
wire mesh thus allowing air to freely exit out behind the rear wheel. Note this
only concerns the area of bodywork directly behind the rear wheels.
The regulations still allows wire mesh to obscure mechanical
components from the rear wheel centerline upwards as seen from the rear in the area inboard of the rear wheels.|
3.4.1 c/ gets a little more complex. The revision sets out easily
enough by clarifying that any bodywork that is located behind the rear
wheel centerline and 200 mm above the reference plane must be, "a
smooth, continuous, unbroken surface without cuts..." This change
seemed aimed at the initial iteration of the Audi R15 which had
shuttered rear bodywork similar to the car's front design and was
ultimately deemed suspect by the ACO and revised before Sebring.
further we see that any bodywork that can be seen from the top and the
sides must extend down to at least 200 mm above the reference plane.
Breaking down all the "legalese", the changes
to 3.4.1 c/ now ban undercuts in the rear bodywork as seen in
rear elevation. Basically the outboard rear fender bodywork must
now project down to the height of the diffuser (200 mm above the
reference plane). We also understand
the revision eliminates horizontal
extensions of the top fender bodywork (so called "angle brackets").
These changes would seem to effect the Audi R15 and Oreca 01 (and
a few others) of the
current breed of cars. Hence the ACO allowed teams to apply for
waivers regarding the rear fenders. This is a list, published by
the ACO last month, of the chassis that were granted waivers:
LMP1 Pescarolo: Waiver for rear fenders.
LMP1 Oreca: Waiver for rear fenders.
LMP1 Lola: Waiver for rear fenders.
LMP1 Lola Coupe: Waiver for rear fenders.
LMP2 Porsche: Waiver for rear fenders.
LMP2 Pescarolo: Waiver for rear fenders.
LMP2 Lola: Waiver for rear fenders.
LMP2 Lola Coupe: Waiver for rear fenders.
LMP2 ARX-01c: Waiver for rear fenders.
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