Mulsanne's Corner NEWS

Mulsanne's Corner NEWS isn't meant to be THE source for up to date news items.  Instead what we are doing is providing an archive for information collected through out the Net related to new car developments.  Occasionally we do post first hand gathered items, but most of the time it is news from secondary sources such as Daily Sportscar.com or Autosport (they are much better at it than we are!).  We will provide all sources for any news item shown here.

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June 2002

6.22.02
>>Lister LMP update:

Mulsanne's Corner:  Recently Laurence Pearce was quoted discussing the Lister in regards to potential rules changes in '04 and was quoted  as saying that if closed top cars appeared to get the nod, then the Lister LMP design might change to accommodate this.

Thorby:  I have been involved in the sportscar technical working group meetings intended to devise a set of regs. for both FIA and ACO.  One of the issues concerning the FIA Safety Commission is that currently it is impossible to remove the helmet of a driver in a closed car without moving him.  I suggested that doors should be asymmetric, so that the plan-view opening of the door on the driver's side matches the mandatory cockpit opening of the open cars: it would then be possible to incorporate the same head protection structures in closed cars as are required in open cars. The Safety Commission appear to have accepted that, although I haven't had confirmation.  My view expressed to Laurence is that, if these ideas are implemented, it will be possible to convert from open to closed relatively simply, and I would relish that.

Mulsanne's Corner: What can you add about the current state of the Lister LMP development?

Thorby: Chassis and gearbox are in manufacture. The first engine will be on the dyno shortly and there are some exciting developments planned regarding both performance and packaging.  The aero program is proceeding, with new test pieces being made for testing in the next few weeks

6.16.02
>>While the race is nearly over, here's a minor observation:

2001 Audi R8 times, qaulifying/race:
Car #1
Car #2
Car #3
Car #4
3:32.458
3:32.429
3:34.392
3:35.128
3:39.096
3:39.046
3:42.883
3:40.362
Average time difference, qualifying to race: 6.745 seconds

2002 Audi R8 times, qaulifying/race:
Car #1
Car #2
Car #3
Car #5
3:30.220
3:29.905
3:30.800
3:38.130
3:33.483
3:33.886
3:34.603
3:38.215
Average time difference, qualifying to race: 2.783 seconds

6.13.02
>>Le Mans, Final Qualifying Times
1.  Audi R8
2.  Audi R8
3.  Audi R8
4.  Dallara Judd
5.  Dome S101 Judd
6.  MG EX257
7.  Dallara Judd
8.  Cadillac LMP
9.  Panoz LMP
10.  Cadillac LMP
11.  Bentley EXP Speed 8
12.  MG EX257
13.  Courage C60JX Judd
14.  Ascari KZR1 Judd
15.  Audi R8
16.  R&S Mklll C
17.  Panoz LMP
18.  Courage C60 Peugeot
19.  Courage C60 Peugeot
20.  Lola MG
21.  Panoz LMP
22.  Dome S101 Judd
23.  Lola B98 / 10 Judd
24.  WR Peugeot
25.  Panoz Mugen
26.  Reynard Lehmann
27.  Reynard Lehmann
...
35.  AutoExe Mazda
3:29.907
3:30.220
3:30.800
3:31.827
3:32.733
3:33.253
3:33.403
3:33.570
3:34.823
3:35.043
3:35.057
3:36.693
3:36.943
3:37.827
3:38.130
3:38.547
3:39.070
3:41.237
3:41.510
3:42.440
3:44.877
3:45.413
3:47.380
3:47.967
3:49.300
3:51.097
3:51.410
...
4:01.790
>>Moving Dallara fin?  Note the offset.
6.12.02
>>Le Mans build up.  Dallara has shown up at scrutineering sporting Audi-esque rear wing endpla...um, "fins".  As pointed out last month, deeper endplates equal more downforce for a given flap angle and drag.  Therefore for the same downforce (as with a wing with smaller endplates), you can run less drag and therefore higher speeds.
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©Copyright 2002, Michael J. Fuller