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06 Feb

LeMans News: 2011

Posted by: clutch  /  Category: Motorsport



With Pugeot revealing their new 908 race car today I thought it would be better to create a concise thread a la F1 News to keep up with all of the 2011 feeds from the world of LeMans.

So this thread should house any stores on the 2011 year in LeMans such as interesting press releases, cars from all the classes and any new reveals, and things like driver/manufacturer news.

Winter testing at Sebring starts in less than a week and the first race of the LeMans cars is in about 1 month’s time!

To start things off here is the 908:

Quote:

Following in the wake of the 905 and the 908 HDi FAP, the 908 is the third car to have been developed by Peugeot Sport for endurance racing. And, like its forebears, its mission will be to extend Peugeot’s winning record at Le Mans which already features three wins, in 1992, 1993 and 2009. The 908 complies with the latest technical regulations and notably features a so-called shark’s fin engine-cover appendix. It is a closed-cockpit car, with four identical wheels, and is powered by a 550-horsepower, 3.7-litre V8 HDi FAP diesel engine. It means Peugeot Sport will be competing in endurance racing for the fifth year running with a diesel engine equipped with a particulate filter (FAP/Filtre à Particules). Since 1998, more than seven million HDi engines have been sold worldwide, helping Peugeot to earn a reputation as one of the biggest players in the realm of clean diesel power.
The 908 packs the same technologies as those employed for Peugeot’s road cars, while there has been close collaboration between the group’s engineers and specialists and their counterparts at Peugeot Sport to ensure that expertise in domains like fuel efficiency, respect for the environment and performance is shared between road cars and motorsport.

Technical Solutions

Immediately after the 2009 Le Mans 24 Hours, Peugeot Sport’s engineers started to put pen to paper to design a new car destined to comply with the new, upcoming technical regulations. They sought to profit from the lessons learned with the 908 HDi FAP: "The regulations have evolved a great deal but we didn’t start from a clean sheet," notes Bruno Famin, Peugeot Sport’s Technical Director. "The experience we have gained over the past four years helped to steer the decision-making process and our technical choices, although the only component which has been carried over at the end of the day is the windscreen wiper! One of the principal difficulties we faced was having to design an all-new car while continuing to race another at the same time. We also needed to set ourselves sound objectives with a view to obtaining the best possible package with regard to engine performance, aerodynamics and weight distribution. We will only find out how successful we have been when we start racing the new car…"
A closed-cockpit car: "We knew from previous testing work that there is little significant difference between open- and closed-cockpit cars in terms of their aerodynamic performance. At the same time, despite the added constraints they bring when working on them at races, closed-cockpit cars provide additional safety for the drivers. We therefore decided to stay with the same solution."
Engine: "We have also made full of our experience with the V12. We ultimately decided to opt for a turbocharged diesel V8, the characteristics of which are very similar to those of the V12. The angle of the ’vee’ is 90 degrees (compared with 100 degrees in the case of the V12) for balance reasons. The cubic capacity is 3.7 litres and the new V8 HDi FAP boasts peak power of 550hp. We ran it for the first time on the dyno on January 25, 2010."
Four identical wheels: "Today’s LMP cars have a shortcoming with regard to front-end road holding performance. The logical way to cure this was to increase the size of the contact patch between the tyres and the track, which entailed running bigger front wheels, within the limits specified by the regulations. This aspect of the car’s development was carried out in close collaboration with our partner Michelin."
Aerodynamics: "Given the big reduction in engine power resulting from the 2011 regulations (a fall of approximately 150hp), we had to take a fresh look at the trade-off between aerodynamics, drag and downforce. The latter has been significantly reduced in order to maintain a reasonably high top speed."
The new car made its track debut on July 27, 2010. "This was the deadline we set ourselves, although we knew we would almost certainly run into teething trouble given that this was an all-new car. We did indeed have problems but we succeeded in resolving them one by one as we got more and more kilometres on the clock. One of the very positive points we found was that the car’s handling lived up to our expectations out of the box. With regard to its other strengths and weaknesses, we will need to wait until the first races to see how we compare with our rivals. That said, we continue to work without worrying about what our opponents are doing; we are simply focusing on our own objectives. Between the car’s track debut in 2010 and the 2011 Le Mans 24 Hours, we will have completed 12 tests in all, at a number of different circuits," concludes Bruno Famin.

The full championship

The Intercontinental Le Mans Cup has expanded from three rounds in 2010 to a seven-round calendar this season, including two races in the USA (Sebring and Petit Le Mans Road/Atlanta), three in Europe (Spa-Francorchamps, Imola and Silverstone) and one in China, plus the bill-topping Le Mans 24 Hours. "We clearly want to defend our ILMC title," underlines Olivier Quesnel, the Director of Peugeot Sport. "We won all three rounds of the series in 2010, but there is one round we are especially targeting this year, and that is Le Mans.
This legendary event has now been incorporated into the championship, a move we believed was necessary – indispensable even. Including Le Mans will be very beneficial for the championship and will put an even bigger spotlight on endurance racing which is a discipline that permits carmakers like Peugeot to showcase their knowhow and technology in extreme conditions. We have consequently submitted entries for two cars to the ACO for every round, with the exception of Spa-Francorchamps where we will take three cars to use it as a full- scale dress rehearsal ahead of the Le Mans 24 Hours."
Outstanding drivers
This season sees the introduction of a more balanced calendar, a shift in the technical regulations and the arrival of a new car, but the people who make up the team are just the same. "At our debrief after the 2010 Le Mans 24 Hours at our base in Vélizy, I told all our drivers that I had every confidence in them for 2011," concludes Olivier Quesnel. "They are true professionals, every one of them. We have nine world class drivers who count among the discipline’s very best. We have everything to gain from sticking to the same line-up."

The three crews for Le Mans:

– N°7 908: Alexander Wurz / Anthony Davidson / Marc Gené
- N°8 908: Franck Montagny / Nicolas Minassian / Stéphane Sarrazin
- N°9 908: Sébastien Bourdais / Pedro Lamy / Simon Pagenaud

I have to say, its a good subtle update to the already fast car. For their sake, I hope its reliable all the way to the finish so we have a race decided on speed!

Nice to see Anthony Davidson back as well as Wurz.

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Some "controversy" as the Peugeot seems to have used Audi as inspiration on their new wing mounts:

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Here is the 2011 Riley LMP2 coupe rendered:

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The 2011 911 GT3 RSR:

Quote:

The Porsche 911 GT3 RSR takes off into the new motorsport season with extensive modifications. The 2011 version of the world’s most successful GT race car celebrated its international premiere at the "Night of Champions" party held at the R&D Centre in Weissach to mark the end of the motorsport season. Priority in the further development of the GT3 RSR was given to the newly designed aerodynamics at the front and rear, changes to the suspension kinematics and to the engine.

The 4.0-litre, six-cylinder boxer engine now delivers 455 hp (355 kW) at 7,800 revs, five horsepower more than its predecessor. The power increase results from an engine management system which adapts even better to different fuel grades, as well as a redesigned exhaust system and a modified air intake housing. Moreover, the driveability of the famously efficient engine has undergone further improvements. Maximum revs remain unchanged at 9,400 rpm.

Clearly visible are the modifications to the front. A new front lip provides higher downforce at the front axle. The front wheels are now wider with the rims growing from 11 to 12 inches giving additional grip and less of an understeering tendency. The position of the rear wing and the shape of the wing mounting also underwent optimisation and were adapted to the new rear fairing with additional air outlet louvers. The rear lid was also redesigned for optimised air ducting. Like the 911 GT3 Cup and the GT3 R, the RSR has now been equipped with the LED rear lights taken from the latest 911 road-legal cars.

The 911 GT3 RSR joins the 911 GT3 R and the 911 GT3 Cup as the top model of Porsche Motorsport’s product range. The successful long distance racer from Weissach can be ordered now at a price of 410,000 Euro plus country-specific value added tax. All 2011 modifications are available as a kit for GT3 RSR cars from the 2010 season.

Technical description Porsche GT3 RSR (2011 model year)
Engine
Water-cooled six-cylinder boxer engine; 3,996 cc; stroke 80.4 mm; bore 102.7 mm; 455 hp (335 kW) at 7,800 rpm; max. torque 450 Nm; air restrictors 2 x 28.6 mm; max. revs 9,400 rpm; four valve technology; dry sump lubrication; individual throttle butterflies; fuel injection.

Transmission
Porsche six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger, single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited slip differential 45/65 percent.

Body
Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre FT3 safety fuel tank with fast filling function; air jack; welded-in safety cage; race seat (driver’s side only) with flame retardant upholstery; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire extinguishing system.

Suspension
Front axle: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary); front axle arms adjustable for camber; adjustable sword-type anti-roll bar; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar. Complete suspension infinitely adjustable (height, camber, track).

Brake system
Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner vented, 380 mm diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner vented, 355 mm diameter; racing brake pads.

Wheels
Front: Three-piece BBS light-alloy wheels (12J x 18 ET 34); central bolt.
Rear: Three-piece BBS light-alloy wheels (13J x 18 ET 12.5); central bolt.

Electrical system
Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 80 Ah, 140 Ah alternator.
Weight
1,220 kg

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Scott Sharp is back in 2011 with the 458 Italia:

Quote:

The first taste of Ferrari’s new F458 Italia is only heightening the anticipation for Extreme Speed Motorsports. Scott Sharp and Ed Brown were at Ferrari’s official test track in Italy last week to shake down the first of two F458s that ESM will field for the 2011 American Le Mans Series presented by Tequila Patrón.

And if first impressions really are crucially important … well, judge for yourself!

“The car is so much sportier looking, and the engine is totally different … more powerful,” said Brown, who will team with Guy Cosmo for the full ALMS GT season. “The suspension is all new, providing a lot more grip and adjustability. There is a totally new transmission; after the Winter Test we will be going to a paddle shifter. This car is the best of the best – Patrón and Ferrari have never been better!”

Sharp, the 2009 ALMS LMP1 champion, was just as effusive.

“After having the honor to test the new F458 at Fiorano, we are all incredibly excited to introduce the car to America and the ALMS,” said Sharp, who will again drive with Johannes van Overbeek for the full year. “Ferrari and Michelotto have done an unbelievable job with the car! It is completely new – very little is carried over from the 430. It’s a gorgeous car – beautiful lines as expected and we can’t wait to debut the new Patrón livery! We had a great test. Both Ed and myself walked away feeling extremely comfortable and felt we could push the car quite easily. The ESM team has a big task ahead – to take delivery in the US of both cars, test them, and get ready for arguably the most grueling endurance race in the world – all within the next six weeks!”

ESM will participate in the ALMS Winter Test at Sebring International Raceway in Sebring, Fla., on February 9-10. General admission tickets to the Winter Test are $10 per day with no paddock admission or overnight camping.

The first race for the American Le Mans Series presented by Tequila Patrón is the 59th Mobil 1 Twelve Hours of Sebring presented by Fresh from Florida on Saturday, March 19. The race, set for 10:30 a.m. ET on Saturday, March 19, will be shown live and in its entirety on ESPN3.com and americanlemans.com. ABC will provide coverage beginning at 12:30 p.m. ET on Sunday, March 20. Visit the American Le Mans Series’ schedule page for information on tickets and area accommodations.

You can follow the Series on Twitter (almsnotes), on our Facebook page and the official YouTube channel.

It looks FANTASTIC!

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And finally, the 2011 12 Hours of Sebring art has been released:

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Here are links to other threads with LeMans 2011 relevant news:

Lotus Takes On Lemans With Jetalliance

Lotus To Build LMP2 Car

Audi R18 TDI

-All rights reserved to the sites I got the news from Mulsannescorner.com, AmericanLemans.com, and Endurance-Info.com

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14 Jan

Lotus Takes On Lemans With Jetalliance

Posted by: Feffman  /  Category: Motorsport



Lotus Take on Le Mans with Jetalliance

Lotus Motorsport and Jetalliance unite to create GTE challengers Lotus Jetalliance

Under the careful direction of Team Manager Jan Kalmar, the newly formed Lotus Jetalliance team will field two Lotus Evora GTE cars in the 2011 Intercontinental Le Mans Cup (ILMC). The two Evora GTE race cars, currently being developed by Lead Designer Nicola Scimeca, will be put through their paces as the team tackles some of the most challenging and competitive endurance races including the six hour race at Spa, Petit Le Mans at Road Atlanta and of course the world famous Le Mans 24 hour race.

Commenting on the announcement, Lotus Director of Motorsport Claudio Berro said: “Moving into the ILMC is an exciting step for us and it will provide a good opportunity to showcase what can be done with the Evora. In every motorsport discipline that we participate in we aim to pick the best expertise to partner with and we have very high standards. The Jetalliance racing team has a lot of experience and a respected pedigree in this field so we’re delighted that they have agreed to work with us on what is bound to be an incredible challenge. We’re looking forward to seeing what ILMC 2011 brings.”

Jetalliance Chief Executive Lukas Lichtner-Hoyer said: “We’ve enjoyed success in recent years at iconic endurance events such as Le Mans and I’m looking forward to repeating if not improving on these results with Lotus. Some people have asked why we would take a risk working with new cars – my answer on this subject always remains the same: we believe in Lotus and we believe that in uniting with them will create something very exciting, very special and most of all very successful.”

Lotus Jetalliance will be contesting the following events:

  • 8th May 2011: Spa-Francorchamps 6 Hours (BEL)
  • 11&12 June 2011: Le Mans 24 Hours (FRA),
  • 3rd July 2011: Imola 6 Hours (ITA)
  • 11th September 2011: Silverstone 6 Hours (GBR)
  • 1st October 2011: Petit Le Mans (Road Atlanta , Georgia , USA )
  • 12th November 2011: 6-Hours race China

The driver line-up will be announced in due course.

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15 Dec

BMW and Honda refuse to move to NASCAR

Posted by: Kaoss  /  Category: Motorsport



Honda and BMW, moving to NASCAR? This is bonkers!

Quote:

Most people would say it’s about time NASCAR adopted fuel injection. After all, the only four-wheel vehicle you can buy with a carb has a Toro or John Deere nameplate. Yet sources say BMW and Honda won’t come to NASCAR with carburetors.

What’s the hang up guys? Many other racing series have had fuelies for years. Are the BMW and Honda rumors, pardon the pun, fueling the fire?

“Brian France wants fuel Injection yesterday,” says Nelson Crosier, founder of Nelson Specialties, Mooresville N.C., the NASCAR equivalent of Lockheed’s famed Skunk Works, or the CIA. Crosier is arguably one of the most intelligent and insightful technical minds in all of motorsport. Former Penske racing boss Don Miller called Crosier “an electronic wizard.” Unquestionably, Crosier knows his stuff.

So I asked him why calls to a famous NASCAR engine builder have been vague and non-committal. “The biggest reason,” says Crosier, “is NASCAR has not decided how many parameters they will let the teams use.” Instead of the couple dozen adjustments teams use with carburetors, there are more than 150 with fuel injection, Croser says. Long story short, it opens a Pandora’s Box for cheating. Did I say the “C” word? Naw…never happen. Will it be a simple throttle body system, or a more complex port injection system? Crosier thinks it will be the latter, with McLaren Electronics and Bosch as finalists in the design competition.

OK, then NASCAR will just issue a sealed “self learning” control unit and a set of injectors to each team at each race. Crosier says “self learning” means the control unit will measure things like air temperature, barometric pressure, altitude, exhaust gas oxygen levels and a few more parameters to ensure optimum engine performance. But imagine the problem in tech before and after a race. Forty-three control boxes and eight injectors for every entrant. Do the math. An already arduous tech schedule would be nearly unsustainable.

Of course, NASCAR teams would like to have more control like, say, their sibling Grand Am brothers. Check the pit video shots during a race. There are a couple guys looking at computer screens. They can fine-tune engine parameters down to cylinder lever from the pit lane. Number seven a bit too hot? Just add a bit more gas. Need better mileage to finish a race? No problem, a couple keystrokes and you’re good to go. No doubt, NASCAR will axe this for obvious reasons.

Even though teams have been running fuel injection on their dynos for a couple years, it does not compute to a viable system on the track in 2011. There might be a test schedule in place by the Martinsville race in April, according to Crosier.

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10 Dec

Audi R18 TDI

Posted by: Tom Kristensen  /  Category: Motorsport



More pictures:
http://www.motorsport-total.com/mehr/bilder/cat.php?c=10r18tdi&bps=20&sort=1&p=1&d

Quote:

Audi aims to continue its string of victories at the Le Mans 24 Hours with a completely new LMP1 sports car development. Since its debut in 1999, the brand with the Four Rings has won the world’s most important endurance race as many as nine times with the R8, R10 TDI and R15 TDI models. In doing so, Audi has equaled this feat in the race’s roll of honor with Ferrari. With the new R18, which was presented at the Audi Sportpark in Ingolstadt on the evening of Friday, December 10, 2010, Audi is aiming for its tenth Le Mans success in 2011.

For the first time since 1999, Audi will contest Le Mans with a closed coupe again. “In the future, aerodynamic efficiency will be even more important at Le Mans than it was in the past,” says Head of Audi Motorsport Dr. Wolfgang Ullrich. “A closed car has clear advantages in this respect. Our computer simulations have been confirmed in the wind tunnel and during initial track tests.”

Significantly smaller engines than those used before will be prescribed at Le Mans in 2011 as the rule makers aim to achieve a substantial reduction of engine power. By opting for a 3.7-liter V6 TDI unit, Audi retains the diesel concept that saw its first victorious fielding in 2006. “From our point of view, the TDI continues to be the most efficient technology,” says Ulrich Baretzky, Head of Engine Development at Audi Sport. “There are good reasons why the share of TDI units among Audi’s production models is as high as it is.”
Through the innovative V6 TDI engine for the Le Mans 24 Hours, motorsport is yet again performing pioneering work for the production arm at Audi where there is a growing trend towards smaller, more economical but yet powerful engines.
Another new development is the six-speed transmission in the R18 which has been specifically modified for use with the smaller engine.

Numerous detailed solutions
With regard to the chassis Audi Sport wants to live up to its promise, expressed in the brand’s “Vorsprung durch Technik” tagline. Unlike those of the closed Le Mans prototypes, the carbon fiber monocoque of the R18 does not consist of two halves but features a single-component design. This saves weight and increases stiffness.
For the development of the closed R18, engineers at Audi Sport were able to draw on the experiences gained in 1999 with the R8C and in 2003 with the LMP1 of the corporate “sister brand” Bentley that was victorious at Le Mans. “Also the Audi A4 DTM, which for example, features a heated windshield, allowed us to shorten the development cycle with respect to the ventilation of the cockpit, the doors and the heating of the windshield,” explains Dr. Martin Mühlmeier, Head of Engineering at Audi Sport.

The chassis and aerodynamics package contains a lot of know-how from the R8, the R10 TDI and the R15 TDI whereas the fitting of identically sized front and rear wheels is new to an Audi Le Mans sports car. This configuration allows a more balanced weight distribution.

The R18’s headlights, which are the first to completely consist of LEDs with optimized amount of light, are a technical highlight. The new generation of headlights was developed in close cooperation between Audi Sport and the Technical Development (TE) division of AUDI AG and by using at Le Mans, will be prepared for future use in production vehicles. Audi’s light designers had the chance to make their mark on the development as well: The LEDs of the daytime light form the shape of a “1” which is intended to inspire associations with Audi’s historic brand logo.

The Audi R18 has been designed for progressive electrification, which Audi Sport is planning to drive forward step by step. “But efficiency is always the crucial factor for us,” says Dr. Wolfgang Ullrich. “No matter which form of energy recovery we may choose the key aspect for Audi – in motorsport as well as on the production side of the house – is that it provides a true advantage.”

The development of the new Audi R18 started in mid 2009. The V6 TDI engine has been running on the dynamometers since the summer of 2010. The R18, with Allan McNish at the wheel, completed its first test on a racetrack at the end of November.

The racing debut of the Audi R18 is planned for the Spa-Francorchamps (Belgium) 6 Hours on May 8. Prior to the event, the new prototype will be able to do its first laps on the race track at Le Mans during the official test day on April 24 and gather important data for the race on June 11 and 12.

Audi is planning to field three Audi R18 cars at Le Mans, which will be entered by Audi Sport Team Joest, the most successful Le Mans team of all time. In addition, Audi Sport Team Joest will contest the Intercontinental Le Mans Cup (ILMC), consisting of a total of seven endurance races on three continents (including the Le Mans 24 Hours) with two cars. At the opening race at Sebring on March 19, the team will use two “R15 plus plus” cars. “Sending the R18 into a race at such an early point in time would be difficult in terms of logistics and interfere with our development program,” explains Head of Audi Motorsport Dr. Wolfgang Ullrich.

That’s one badass ride. It looks like one of those monstrous deep sea creatures that has yet to be discovered by man.

I’m surprised it’s not a hybrid though.

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16 Nov

F1 News: 2011

Posted by: Beaver  /  Category: Motorsport



The dust hasn’t even settled on the incredible 2010 Formula 1 season, and the teams are already looking ahead to next year, starting with their young driver test this week. So I thought I would get this up now to keep up to date with any driver moves, test results, car teasers and the like.

I am also going to include the test schedule, rule changes, calendar and any other such things so anyone coming in to watching F1 has somewhere to start with any changes.

The 2011 Formula One season will be the 62nd FIA Formula One season. The calendar will expand to twenty rounds – the longest season in the sport’s sixty-year history – with the inaugural running of the Indian Grand Prix. Pirelli returns to the sport as tyre supplier for all teams, taking over from Bridgestone. Red Bull Racing enter 2011 as the reigning Constuctor’s Champions. Sebastian Vettel will be the defending Driver’s Champion.

2011 TESTING SCHEDULE

Yas Marina, Abu Dhabi 19th-20th November 2010 (Pirelli Tyre test)

Circuit de Valencia Ricardo Tormo, Spain 1st-3rd February 2011

Jerez, Spain 10-13th February 2011

Circuit de Catalunya, Spain 18th-21st February 2011

Bahrain International Circuit, Bahrain 3rd-6th March 2011

CIRCUIT CHANGES

The 2011 season will see the addition of the Indian Grand Prix to the F1 schedule.

The Malaysian Grand Prix will change its name to the Malaysia Grand Prix as part of the efforts to promote the country.

The Bahrain International Circuit will revert to its original configuration after experimenting with the six-kilometre "endurance" layout in 2010 which organisers claim was originally done to celebrate Formula One’s diamond jubilee, though the layout was received negatively at the time.

TEAM CHANGES

BMW Sauber announced in July 2010 that it will reinstate the name Sauber following a season without the manufacturer. The naming arose due to complex issues involving TV rights money that would not have been paid had the team changed their name during the winter period following the departure of BMW.

Lotus Racing announced at the 2010 Italian Grand Prix that they had terminated their three-year contract with engine supplier Cosworth. It was also revealed that team principalTony Fernandes had purchased the rights to the Team Lotus name from David Hunt, with the intention of renaming the team to reflect its historical counterpart for the 2011 season. Lotus Cars launched legal action against Lotus Racing, claiming that Tony Fernandes did not have the rights to use the Lotus name because David Hunt was never in a position to sell them. On October 5, 2010, Lotus Racing announced an agreement to use Red Bull Technology gearboxes and hydraulics systems from 2011, this follows the frequent unreliability of the Xtrac systems used by Lotus during their maiden season. At the 2010 Brazilian Grand Prix it was announced that Lotus will use Renault engines from 2011.The team have also confirmed that they will use the famous black and gold livery for 2011.

Following weeks of speculation about their existence beyond the 2010 season, Hispania announced several major partnerships in November 2010. Chief among these was an arrangement that will see Williams supply the Murcia-based team with transmission systems for the 2011 season, whilst forming a partnership with Spanish businessman Juan Villalonga, who was previously affiliated with Minardi as CEO of Telefónica.

After sponsoring the team for the 2010 season, Russian sports car manufacturer Marussia acquired what they termed a "significant stake" of Virgin Racing, with the team changing its name to Marussia Virgin Racing. Further reports confirmed that Marussia had purchased a controlling stake in the team, securing their future until 2014. Wirth Research, the design studio that developed the Virgin VR-01 is also set to expand its capacity for computational fluid dynamics with the construction of what Wirth Research claim will be the third-fastest supercomputer in the world.

DRIVER CHANGES

On the eve of the 2010 Abu Dhabi Grand Prix, Nico Hülkenberg’s manager, Willi Weber, confirmed that the rookie would be leaving Williams at the end of the 2010 season. Weber claimed Hülkenberg would remain on the grid for 2011, though he did not comment on which team he would be driving for.

Sergio Pérez, who finished runner-up in the 2010 GP2 Series driving for Barwa Addax, was signed by Sauber to partner Kamui Kobayashi. His signing coincided with the announcement of a partnership between Carlos Slim’s telecommunications group Telmex and the Sauber team. Pérez will become the first Mexican Formula One driver in thirty years after Héctor Rebaque finished tenth in the 1981 season while driving for Brabham.

RULE CHANGES

2011 will see the return of the 107% rule in qualifying. Under this arrangement, any driver who fails to set a time within 107% of the fastest lap in Q1 (the rule won’t apply in Q2 and Q3) will not be permitted to take part in the race; for instance, if the fastest lap is 1 minute 40 seconds, a driver must set a time faster than 1 minute 47 seconds in order to make it to the grid.

Following the controversial 2010 German Grand Prix, the FIA has moved to increase the maximum allowable penalty ($100,000 to $250,000) that racing stewards can issue to teams after penalising Ferrari one hundred thousand dollars for the use of team orders.

TECHNICAL CHANGES

The maximum height of the diffuser will be cut from 175 millimetres (6.9 in) to 125 millimetres (4.9 in), reducing aerodynamic downforce. Furthermore, measures were agreed to exclude double diffuser designs.
In the week leading up to the 2010 Spanish Grand Prix, a formal proposal was submitted to FOTA by British engineering firm Flybrid to supply the entire grid with a mandatory, standardized KERS unit, following campaigns led by Ferrari and Renault to see the technology re-introduced for the 2011 season. After the 2010 Canadian Grand Prix, Ferrari confirmed they would be running the KERS device on their 2011 car, but the system will not be mandatory.

In order to compensate for the increase in weight brought about by KERS, the minimum weight of the car will increase from 620 kilograms (1,367 lb) to 640 kilograms (1,411 lb).

FOTA have agreed to ban the controversial "F-duct" system developed by McLaren for the MP4-25 and later deployed by other teams through the 2010 season.

At the meeting of the FIA World Motor Sport Council in Geneva in June 2010, an adjustable rear wing system was confirmed as an addition to the 2011 rules. It will be introduced to aid overtaking, serving as a substitute for the F-duct system. In a similar system to the KERS regulator used in 2009, the adjustable rear wing would only be available under certain conditions; namely, drivers will only be able to use it when they are within one second of the car in front, but it would not be usable within the first two laps of a race except in the case of an early safety car. The system is expected to offer drivers an additional 15 km/h (9.3 mph) when passing, and will deactivate when the driver first touches the brakes after using the rear wing. The concept, which has been negatively received by drivers and fans alike, could be dropped if it proves impractical or unmanageable.

For the first time, cars will have a mandatory weight distribution, reported to be a ratio of 46:54. This is intended to prevent teams from having to make expensive changes to the internal configuration of their cars in the event of changes to tyre compounds introduced by new tyre supplier Pirelli.

The number of wheel tethers – the load-bearing cables connecting tyres to the bodywork – will be doubled for 2011, in response to an increasing number of accidents where wheels have been torn free of their mountings, including the death of Henry Surtees in a Formula Two race at Brands Hatch in 2009.

OTHER CHANGES

The FIA has suggested that any driver who is caught committing road offences – such as Lewis Hamilton’s "hooning" incident in Melbourne – could be punished with a loss of theirSuper Licence, thereby preventing them from racing.

Team members deemed to be in key roles – i.e. team principal, sporting director, race engineers, team manager and technical director – will have to undergo accreditation for a "competitors’ staff licence" in order to maintain their positions within their teams. This is seen as a reaction to the actions of disgraced former Renault team principal Flavio Briatoreat the 2008 Singapore Grand Prix and applies to all key staff in all FIA-sanctioned World Championships, including the World Rally Championship, World Touring Car Championship and GT1 World Championship in addition to Formula One

Sources: Wikipedia, BBC Sport, F1 Fanatic, Formula1.

NOTABLE WEBSITES

Official Formula One Website: http://www.formula1.com/default.html

F1 Fanatic: http://www.f1fanatic.co.uk/

BBC Sport F1: http://news.bbc.co.uk/sport1/hi/moto…ne/default.stm

ESPN F1: http://en.espnf1.com/

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11 Nov

Abu Dhabi GP Thread

Posted by: Beaver  /  Category: Motorsport



Yas Marina Circuit

Race Date: 14 Nov 2010

Number of Laps: 55

Circuit Length: 5.554 km

Race Distance: 305.355 km

Lap Record: 1:40.279 – S Vettel (2009)

* * * * *

Abu Dhabi Preview:

Quote:
Originally Posted by formula1.com

Will Red Bull win, but lose?

Red Bull owner Dietrich Mateschitz’s insistence on not employing team orders adds further spice to this weekend’s Abu Dhabi Grand Prix, as for the first time in history four drivers compete for the world championship crown in the final race.

Fernando Alonso has an eight-point advantage on his side for Ferrari, with 246 to Mark Webber’s 238 and Sebastian Vettel’s 231. And with Mateschitz saying Red Bull will not resort to team orders and that he would rather see his drivers finish second in the title race than be anything but sporting, the scene is set for them to go against each other mano a mano. Lewis Hamilton is the fourth contender, for McLaren, and has the slimmest chance of them all.

Last year the Red Bull RB5 was very quick in Abu Dhabi, and this year’s RB6 is better still. There is thus every possibility that the result of the Brazilian Grand Prix will be repeated – Vettel, Webber, Alonso. If that’s the case, Alonso will be champion with 261 points as the Red Bull drivers tie on 256. But if Webber wins from Vettel and Alonso, Webber wins with 263 to Alonso’s 261 and Vettel’s 249.

So while both Webber and Vettel must win, setting up a situation in which each will have to take whatever risks are necessary, Vettel can stand Webber finishing second because even though that would tie them on 256 points he would win on the basis of five victories to four. But Vettel also needs Alonso to finish sixth or lower. That will be a tall order unless the Ferrari proves fragile, which is unlikely.

Webber says: “The track has a good layout and the twilight aspect gives it a different atmosphere – it’s a good event. I think we have a great chance to go there and get a good result. There is a chance of the team getting another championship, which is an exciting proposition. There are lots of possible outcomes that could still happen, Fernando is in the best position of all of us, but we still have a chance, so let’s see what happens.”

Vettel says: “Obviously I have good memories from Abu Dhabi and I will be hoping to get another good result there this year, but let’s see. There’s still everything to play for in the drivers’ championship. Abu Dhabi is a good track; it’s fantastic to drive under the hotel bridge with the lights on the roof changing every time you go past. The people are very friendly and I’m looking forward to the race.”

Hamilton’s situation is simple: He is on 222 points and there are a maximum of 25 available, so he must win with Alonso failing to score, Vettel no higher than third and Webber no higher than sixth.

“I’ve been in the hunt for the world championship at the final race of the season on two previous occasions,” he says, “so I know all about the pressure you feel when the title is almost within touching distance. This year it feels a little different – although I’m still mathematically in with a shout I’m fully aware that, being 24 points behind, I’ll not only need to win the race on Sunday but see the championship leader finish outside the points. And, even then, that might not be enough. So I’m not feeling the pressure in quite the same way as I did in 2007 or 2008.

“That’s not to say I’m going into the race weekend feeling any less determined or motivated: we’ve seen before that this championship can be unpredictable and volatile – and I think this last race of the year could be even more unpredictable than normal. I know from personal experience that the championship isn’t over until you cross the line on the final lap – so I’ll not only make sure I’m up there at the end, but pushing hard until then. It’s going to be a brilliant spectacle, and a great event for Formula One fans around the world – I absolutely can’t wait.”

In Brazil Alonso listened politely as the Red Bull drivers discussed their situation. Vettel was bouncing like a cheery schoolboy, Webber seething inwardly because there had been no team order for Vettel to cede him the lead. Alonso, doubtless, was laughing himself sick.

So if the same top three pertains with a lap to go this weekend, will Vettel let Webber by regardless of Mateschitz’s wishes, thus enabling his team mate to beat Alonso by two points? That is a key question, and Vettel smiles at it.

“In my case it’s pretty straightforward,” he says. “I have to optimize the result, get everything out of myself and ideally repeat today, and then it depends where those two guys are. We have to judge according to the situation. I think both of us know how to act. We’ve had some moments we are not very proud of, and which we don’t want to repeat…”

Webber, typically, is more succinct. “Long story short: it depends on the last lap…”

No wonder Alonso is still smiling. “I just need to finish second,” the Spaniard says. “It doesn’t matter who wins if I do that. With that, the problem is finished.”

In contrast to the last two races the weather should be settled for the weekend, with partial cloud and an ambient temperature high between 31 and 33 degrees Celsius Thursday through to Sunday. As in Brazil, Bridgestone will be supplying their super soft and medium dry tyre compounds, for what is their final Grand Prix before Pirelli take over for 2011. Also as in Brazil, Christian Klien will race in place of Sakon Yamamoto at HRT.

There are two minor changes to the Yas Marina track. The run-off area at Turn Eight has been extended by approximately ten metres and an additional row of Tec Pro barriers has been installed, also at Turn Eight.

The race will run over 55 laps of the 5.554 kilometre (3.451 mile) circuit, or 305.355 kilometres (189.747 miles). As a day-night race it will start at 1700 hours local time, which is four hours ahead of GMT.

Five become four – the great contenders

Over the last 18 races, five different drivers from three different teams have won races and the lead in the drivers’ championship has changed hands a staggering nine times. As we head to the season finale in Abu Dhabi there are still four men with a shot at the title – a first for Formula One racing. With Jenson Button having dropped out of the running in Brazil, we take a closer look at the remaining contenders and weigh up their odds as they prepare to enter the ring for the final time this year…

Fernando Alonso, Ferrari
Career statistics: 156 race starts; two drivers’ titles; 26 wins; 63 podiums; 20 pole positions; 18 fastest laps; and 823 points.

Season statistics: Two DNFs; five wins; 10 podiums; two pole positions; five fastest laps; and 246 points.

Worst moment of 2010: Though his frustrating mid-season dry spell ended with a win in Germany, the ensuing controversy over his easy passage past team mate and race leader Felipe Massa took the shine off the victory. Arguably worse, though, was Alonso’s Belgian Grand Prix – a poor qualifying performance, a collision in the race with Rubens Barrichello and finally a crash of his own making that brought his miserable Spa weekend to an end.

Best moment of 2010: His excellent victory at Ferrari’s home race in Italy. As well as bringing the Spaniard right back into title contention, the win showcased the positives in the team’s strategic good sense.

Strengths: Experience, Experience, Experience. Not just his own, but also the team’s. If anybody has the determination, ruthlessness and canny wiles to beat the Red Bull drivers at their own game and claim the title, it’s this pairing. And he’s in the lead.

Weaknesses: Alonso may be heading the standings, but he and Ferrari couldn’t muster enough against Red Bull to clinch the title in Brazil. Are they on the back foot? Have they missed their chance?

Mark Webber, Red Bull
Career statistics: 156 race starts; six wins; 20 podiums; six pole positions; six fastest laps; and 407.5 points.

Season statistics: Two DNFs; four wins; 10 podiums; five pole positions; three fastest laps; and 238 points.

Worst moment of 2010: His race-ending mistake in Korea was a close second, but it has to be his collision with Vettel in Turkey. Although he was able to continue to third, the fallout, especially in terms of relations with his team mate, could prove to be his undoing.

Best moment of 2010: Finally shaking off years of struggle with several victories at Formula One racing’s blue ribbon events, including the race all drivers want to win – Monaco. Following hot on the heels of his victory in Spain, Webber left Monte Carlo revitalised and leading the standings alongside team mate Vettel.

Strengths: He may not have Alonso’s accolades, but Webber has just as much experience and determination as the Spaniard. Finally finding himself in a championship-contending car has been the making of the Australian.

Weaknesses: Arguably Webber wants this more than any of the others. Alonso is just loving being in the running again, whilst Hamilton and Vettel know they have many potential titles ahead of them. For Webber this could be a last-chance saloon and the pressure could get to him.

Sebastian Vettel, Red Bull
Career statistics: 61 race starts; nine wins; 18 podiums; 14 pole positions; 6 fastest laps; and 356 points.

Season statistics: Three DNFs; four wins; nine podiums; nine pole positions; three fastest laps; and 231 points.

Worst moment of 2010: His ungainly attempt to overtake team mate Webber at Istanbul Park ruined an almost certain one-two result, and soured relations with his Australian team mate. A recent engine failure in Korea was just as shattering.

Best moment of 2010: His sparkling qualifying performances. Nine pole positions (and a further four front-row slots) from 18 races, is a phenomenal achievement. He hasn’t started lower than sixth, and while he’s sometimes struggled to convert grid position into wins, his Saturday pace in the RB6 has been pretty much untouchable.

Strengths: Last year he came very close to pinching Jenson Button’s crown and when his hopes dwindled, his smile never faltered. Whatever’s come his way this season he’s remained just as upbeat and behind his grin, is a mental strength that belies his youth and could win him the championship.

Weaknesses: The least experienced of the contenders, Vettel has less to draw on as he faces his first real glimpse of a title. He also has a team mate who is seven points closer to the championship than he is. Will he have to forsake his own hopes for the greater good of the team? Watch this space.

Lewis Hamilton, McLaren
Career statistics: 70 race starts; one drivers’ title; 14 wins; 35 podiums; 18 pole positions; seven fastest laps; and 478 points.

Season statistics: Four DNFs; three wins; eight podiums; one pole positions; four fastest laps; and 222 points.

Worst moment of 2010: A hideous Japanese Grand Prix, which saw him crash out in second practice and suffer gearbox problems on Saturday and then again in the race. A weekend to forget.

Best moment of 2010: September’s Belgian Grand Prix was a showcase for Hamilton’s talent. Whilst all about him rivals lost their heads in the wet weather, he remained cool, calm and collected to take victory and with it the championship lead.

Strengths: He is the rank outsider, and as such can arrive in Abu Dhabi with all guns blazing. It’s too late for the softly, softly approach, and if anyone loves a challenge it’s Hamilton. You only need to look back to his 2008 title triumph, when he won it at the death from Ferrari’s Felipe Massa, to see that. His team mate Button’s own hopes of defending his 2009 title have already fallen by the wayside, so he also has a very capable wingman.

Weaknesses: Hamilton’s energetic optimism seemed to finally give out in Brazil after a lacklustre Interlagos race. He is 24 points behind leader Alonso and his success depends on his rivals not scoring well – and him winning the race. It’s a tough ask.

Bridgestone bid farewell to F1:
http://www.formula1.com/news/feature…/11/11496.html

ITV Preview: http://www.itv-f1.com/Feature.aspx?T…neral&id=49642

* * * * *

It shows how epic this finale is when my OP to a GP thread is too long. (had it at 2,705 words and had to cut out the ITV preview). Its easy to say that this is the latest of hotly anticipated and potentially brilliant F1 finals in the last 20 years, but it is. Any one of 4 different drivers from 3 different teams could walk away with the biggest prize in motorsport this Sunday. There are so many variables that even a hardened betting man would think twice before backing one of the drivers.

The short odds are on Webber. RBR have a great car, already clinching the WCC in Brazil last weekend. Add to this that both drivers are capable of winning and that they were strong here last year means that they have a good shot at the double. Vettel has already come out and said that he will help the team achieve this incredible feat if it is required.

The decent odds are on Alonso. He has the experience of being here before against the best around, and winning. He has the momentum and the drive to secure his 3rd title and join the legends like Fangio, Brabbham, Stewart, Lauda, Piquet, Senna and Schumacher, the elite, three time champions. But despite what he or Ferrari have claimed, they didnt have an answer to the Red Bulls in Brazil, and the title is most certainly not in the bag. He has a strong chance though, and you will bet he will do everything to win.

The long odds are on Hamilton. He has a history of ending up in monumental title battles. Lost one by a point and won one by a point. Could history repeat itself here? It would take all 3 of the others to DNF, but with such intensity going into this race, a big moment at the first corner could be on the cards. His odds are 50/1 as of me posting. Might stick a cheeky £5 on that.

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03 Nov

Peugeot 90X

Posted by: Tom Kristensen  /  Category: Motorsport



This is Peugeot’s new Le Mans Prototype, the 90X

Wait a minute… this is the 90X. My bad.


Anyway it’s actually kinda interesting that it looks so similar to the 908. The cooling architecture is pretty much identical to the old car, but as of 2011, diesel engines will be reduced from 5.5 liters to 3.7 liters, so why all the cooling?
Some argue (Mike Fuller from Mulsannescorner.com suggests) that it might be a hybrid and that this explains the excessive cooling, although the exhaust location and the new snorkel intake could indicate that the combustion engine might not be a diesel.

Peugeot hasn’t revealed a lot in their official statements as to what kind of engine we can expect to find under the new mandatory dorsal fin. "We are still exploring several options with regard to the engine and technology we will use," says Bruno Famin, the Technical Director of Peugeot Sport.

So the million dollar question is: will it be a petrol hybrid, a diesel hybrid or will it run on unicorn tears?

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26 Oct

DTM Confirmed for the U.S.

Posted by: St00k  /  Category: Motorsport



http://www.autoguide.com/auto-news/2…-grand-am.html

Quote:

After days of back-and-forth rumors concerning the arrival of DTM touring car racing in the United States, the series debut in the United States has been confirmed for 2013, in partnership with NASCAR and GRAND-AM sports car racing.
The announcement comes as BMW also stated that they plan to return to DTM in 2012, giving them a year to prepare for the North American stage. While some feared that the arrival of DTM would steal the spotlight away from GRAND-AM, a well-regarded series that has suffered from a traditional lack of interest in road racing, some team owners, including Chip Ganassi, expressed hope that it would bring in more manufacturer support to GRAND-AM.
Others have suggested that DTM would give NASCAR a way to bring their Sprint Cup series to Europe, where oval track stock car racing is not as firmly established.
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23 Oct

Mark Webber – Aussie Icon, Global Dingbat

Posted by: Ravenous  /  Category: Motorsport



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19 Oct

Korean GP Thread

Posted by: Beaver  /  Category: Motorsport



Yeongam

Race Date: 24 Oct 2010

Circuit Name: Korea International Circuit

Number of Laps: 55

Circuit Length: 5.621 km

Race Distance: 309.155 km

Lap Record: -

* * * * *

PREVIEW:

Korea Here We Come! – What To Expect In Yeongam

The addition of a brand new circuit to the F1 calendar is always an exciting prospect and this weekend’s inaugural Korean Grand Prix in Yeongam certainly has all the ingredients for an entertaining race.

It’s an anti-clockwise track with a diverse mix of corners, long straights, and genuine overtaking opportunities. But what are the challenges faced by the teams when getting to grips with a new venue and how do they prepare for the unknown? Renault give their take on the matter…

“Our initial preparations began many months ago when the FIA provided all the teams with a detailed circuit map,” explains chief race engineer Alan Permane. “From this we were able to create a digital representation of the track and then asked our drivers to add what they believe to be the correct racing line.”

With a virtual lap in place, the team has spent the last month running virtual simulations to get a head start on the set-up required for Yeongam. “The simulations allow us to assess the best aero levels, suspension settings, ride heights and even sensitivity to fuel load,” confirms Alan. “There are lots of unknowns, such as the grip level of the tarmac, surface bumps, or the camber of the road, but we still have a fairly good idea of the set-up we will need before we arrive at the track.”

So what have the simulations revealed so far? Well, the projected lap time is 1m 44s and the cars will be on full throttle for 55 percent of the lap and on the brakes for 20 percent. The average speed will be 195 km/h, with a top speed of 315 km/h on the 1.15 km straight between turns two and three. As for the corners, turn eight is probably the quickest of the lap with an apex speed of 235 km/h, while turn three is the slowest corner, expected to be taken at just 65 km/h.

This level of preparation means that the engineering approach to Friday practice won’t need to change massively from the norm, although the drivers may run more laps in FP1 to learn the track. For the engineers, one of the main priorities will be determining the gear ratios, especially for second, third and fourth gears. Although the ratios for FP1 have already been selected, it will make for a busy lunch hour in the garage if changes are needed for FP2.

In terms of the aero set-up, it won’t be far off the settings used at Suzuka: “The downforce needed will be on the high side and we plan to run with the same wing package we used in Suzuka,” confirms Permane. “There are a couple of high-speed corners, such as turns seven and eight, which remind me of turns five and six at Sepang. They involve a quick change of direction and we expect turn seven will be flat, while turn eight will be almost flat. It will also be important to maximise the F-duct for the long straights because there are a couple of good overtaking opportunities into turns one and three.”

Another significant characteristic of the lap is the number of low-speed, technical corners, such as the sequence from turns four to six or turns 15 and 16 towards the end of the lap. Getting the right balance through these corners will be critical for a quick lap.

“For these corners you need a nimble car with a good turn-in and good traction,” says Permane. “It’s important the car works well in these sorts of corner because it’s where the most significant lap time gains can be found.”

http://www.formula1.com/news/feature…/10/11392.html

Korea Preview Quotes:
http://www.formula1.com/news/headlin…/10/11389.html

INTERVIEW:

Christian Horner: "We wont interfere in title race"
http://www.formula1.com/news/intervi…/10/11388.html

Bernie Eccleston:
http://www.formula1.com/news/intervi…/10/11391.html

The Secret Life Of Michael Schumacher:
http://www.formula1.com/news/intervi…/10/11393.html

* * * * *

So after the racing pedigree of Suzuka, a magical track steeped in glorious history its on to race 17 of this years calendar, held at a building site, just south of Muan in South Korea. Its hardly been an easy birth for the circuit, it hadnt even been inspected until last week, but give them their due, they have managed to get it ready on time.

However, the last circuit that just scraped the deadline (Valencia) turned out to be a pretty dire place. Things werent finished, it was bare and looked out of place as a host of the pinnacle of motorsport.

It doesnt look good for the countries first effort into F1, but they are here for the long haul and im sure they will improve it year on year like all places do.

It will be an interesting race here because its a place no one has driven round (excluding Chandhok) and even if they have used simulators, they wont be accurate enough because they have zero running data on track surface and what actually happens.

Form wise, RBR are still leading the way, developing their cars extremely well. Ferrari have done well for Alonso to get back into the game and McLaren are trying desperately to claw it back, but with three races left i think they are a little too far back for them to have a chance of winning the title.

Cant wait for this, its an early one but its always great to see a new track. Plus there is something about getting up at stupid O’clock to watch the F1 that is great, its something that no other sport does.

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