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F1 race TREVOR MORRIS:
Taking Triumph racing
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
NEW-GENERATION 911
ENCOMPASSING ALL ASPHALT & DIRT OVAL RACING
MUSCLING IN
Chevrolet Camaro Cup development
Porsche’s GTE winner
ENCOMPASSING GRAND PRIX CAR DESIGN, DEVELOPMENT & ENGINEERING RACE ENGINE
ENCOMPASSING ALL FORMS OF STAGE AND OFF ROAD RALLYING ENCOMPASSING ENDURANCE RACECAR DESIGN, DEVELOPMENT AND ENGINEERING
RETRO
Keeping classics
on track
THE SILVER BULLETS
SMOOTH
OPERATORS POWER TO THE PRIVATEERS MID-LIFE MAKEOVER
Camshaft state CHASSIS TECHNOLOGY
Mercedes’ GP contenders in detail of the art
Dirt Late Model developments investigated Prodrive’s unconventional RX Megane Porsche’s new GTE challenger
NASCAR UPDATES ED PINK:
Xfinity composite bodies and aero Reinventing the Flathead
DEC/JAN 2019
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A
annual report
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
NORIO AOKI:
New motorsport directions for Toyota
PRODRIVE’S WRX JEWEL
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD State-of-the-art I4 turbo
PEOPLE POWER PLATFORM FOR SUCCESS CUTTING-EDGE 2017 PROTOTYPE SECRETS
F1H2O 2.5 LITRE TWO-STROKE V6 How team organisation impacts on performance Rally car chassis engineering examined
DESIGN
A technical review of LM P1
Mercury Racing’s outrageous outboard FREEFORM ENGINEERING WINNING ROOTS Focus on CAD TYRE PERFORMANCE IN LM P2
Additive manufacturing in the spotlight VW’s new Polo R5 in detail A simulation-based special investigation
ELECTRIC
24 HOUR PROTOTYPES
ROMANO ALBESIANO:
Aprilia’s Grand Prix quest
DREAMS
A A A
LM P1 and DPi engines 2019 TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD Under official licence
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The Challenge
of Formula E
THE HEMI REBORN
DISCOVERING Noonan’s revolution
THE LIMITS TRANSIENT
Focus on material ENCOMPASSING ENDURANCE RACECAR DESIGN, DEVELOPMENT AND ENGINEERING CONDITIONS GIAMPIERO TESTONI:
ENCOMPASSING ALL ASPHALT & DIRT OVAL RACING
Focus on
Electrifying Grands Prix
and component MAZDA MAKES ITS MARK hi-tech dynos
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
PONY EXPRESS
MAY 2019
testing Multimatic’s development of the RT24-P Ford brings the Mustang to Cup
IN LINE FOR GLORY
THE NEXT Yamaha’s MotoGP I4
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AVENUE INTELLIGENT
Electrification ENGINEERING
Focus on high-
in racing performance computing
F1 race
POWER TO ENCOMPASSING GRAND PRIX CAR DESIGN, DEVELOPMENT & ENGINEERING
SEBASTIAN RISSE:
ENCOMPASSING ALL FORMS OF STAGE AND OFF ROAD RALLYING
THE SEA
KTM’s Grand Prix challenge
MIND ALTERING EASTERN PROMISE
Toro Rosso STR 13
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
RALLY CROSSOVER
VW’s Polo GTI Supercar in detail
WINGING IT
Challenge of
Design for AM investigated
drag boats
BEST IN THE DESERT
DRE’s Big Block revolution
Groundbreaking Dirt Late Model sims
THE WAR
HOW THE RACE WAS WON ON FRICTION TECHNICAL INSIGHT
AUGUST 2019 Bearings and
Analysis of the 2019 Le Mans 24 Hours
coatings foci
Off track testing and NASCAR aero
BEHEMOTH
JUNE/JULY 2019 INSIGHT RACERS MAXIMUM COMPLIANCE
Halo development and implementation Truck turbodiesel Damper design for rally cars investigated
battles
FEBRUARY 2019 COMPOSITE DEVELOPMENT THE ART OF COMPROMISE
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Simulation and new technologies investigated Rally simulation techniques explained
A A
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NOVEMBER 2018
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Under official licence
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STEFAN HONENS:
Mercedes truckin’
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
ENCOMPASSING ALL CLASSES AND FORMS OF DRAG RACING WORLDWIDE
PAYING HOMAGE TO PORSCHE
Special Investigation: Time Attack & Elmer
NEW AGE TOOLS
Electromagnetic design aids
GRUDGE RACER
Jeff Lutz’s ’57
A MASTER
AT WORK
Kaase’s Pro Stock
Mountain Motor
MARCH/APRIL 2019
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media information 2020
MAD MEXX
Ultralight Nitrous VW
RACE RESTORATION SAFETY FIRST
Advances in driver protection
ENCOMPASSING ALL ENGINEERING ASPECTS OF HISTORIC RACING VEHICLES
TREVOR MORRIS:
Taking Triumph racing
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
FRENCH CONNECTION
Keeping Peugeot’s Le Mans monsters alive
NEW-GENERATION 911 A
Porsche’s GTE winner
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annual report
RACE ENGINE
RETRO
Keeping classics
on track
SMOOTH
OPERATORS ENCOMPASSING ALL CLASSES AND FORMS OF DRAG RACING WORLDWIDE
Camshaft state WINGED WONDERS SCREAMIN’ EAGLES
Inside Vance & Hines Pro Stock Harleys
of the art Karl Ludvigsen on the Chaparral 2E
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BACK TO THE FUTURE
How reverse engineering is helping historic racers
GRIP ENHANCED
Traction control and damping investigated
DEC/JAN 2019 SUPER SCION
Robert Tighe Racing’s 2JZ import
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NORIO AOKI: ROMANO ALBESIANO: ED PINK:
New motorsport directions for Toyota Aprilia’s Grand Prix quest Reinventing the Flathead
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
F1H2O 2.5 LITRE TWO-STROKE V6 THE HEMI REBORN PRODRIVE’S WRX JEWEL
Mercury Racing’s outrageous outboard Noonan’s revolution State-of-the-art I4 turbo
24 HOUR PROTOTYPES TRANSIENT CUTTING-EDGE
LM P1 and DPi engines 2019 CONDITIONS DESIGN
Focus on Focus on CAD
hi-tech dynos
DISCOVERING
THE LIMITS ELECTRIC
Focus on material
THE NEXT DREAMS
and component AVENUE The Challenge
testing Electrification of Formula E
in racing
AUGUST 2019 JUNE/JULY 2019 MAY 2019
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the history editorial Component focus
Launched in Summer 2003 At the heart of this authoritative publication are Motorcycle Revisited just once every 3 years the
and published 8 times a year, in-depth research insights that probe significant Each issue highlights a powertrain from the focus acts as an excellent source of
Race Engine Technology contemporary projects, with informed analysis world of two wheels providing a succinct reference – topics covered include:
is the brainchild of Ian Bamsey, backed by professor peer review and critique. analysis of key aspects of the engine, as well | Additive Layer Manufacturing | Aluminium
the highly respected and Race Engine Technology (RET) features all as its performance characteristics. Coverage | Bearings | CAD/CAM | Camshafts
award-winning motorsport aspects of technological developments, in turn includes all forms of motorcycle competition | CFD | Coatings | Combustion Analysis
journalist of over 30 years standing. creating a truly must-read title among the global from Motocross to MOTOGP, from drag racing | Con Rods | Coolers/Radiators | Crankshafts
Ian and his team of industry experts racing industry. We cover many and varied to World Superbikes and from Land Speed | Data Acquisition | Dynamometers | E-Motors
produce a unique, high quality, types of feature and here are a few examples: Record attempts to Speedway. | ECUs | Exhausts | Fasteners | Fuel Pumps
technical source of information that is | Fuels | Gaskets | Heads & Blocks
widely read, referred to, and sought after, Engine dossier Insight: The challenge of… | High Performance Computing
by its dedicated readership of design and The ‘Dossier’ is at the core of every issue Is a series of articles, each of which highlights | Liners/Sleeves | Lubricants | Machine Tools
development engineers, across the entire of RET. Our signature feature, it is an the demands presented to engine engineers | Non-Metallics | Oil Pumps | Piston Pins
global powertrain industry. incredibly detailed look at a high-profile by a specific type of racing. The development | Pistons | Pushrods & Rockers | Rings
RET remains one of the few magazines racing engine, revealing many secrets of of specific solutions is discussed in depth with | Seals | Sensors | Steel | Surface Treatments
in motorsport entirely dedicated to the the technology that are simply not reported engine builders and component manufacturers. | Test Equipment | Titanium
technology and innovation that drives anywhere else. Annually reviewed is everything from Top Fuel | Transmission | Turbochargers
competition forward. drag racing to World Rally Cars to MotoGP. | Valve Springs | Valves | Water Pumps
Racing series represented by way of subscribers and editorial coverage include:
| AMA Motocross & Superbike | ANDRA Pro Series | ARCA Racing Series | Asian Le Mans Series | Carrera Cup | Blancpain GT | Britcar | F4 | Regional F3 | Formula Ford | GTE | Hillclimb | BTCC
| BSB | CIK-FIA Karting | DTM | Dutch Supercar | ELMS | GT3 | Formula One | Rally Raid | F1H2O | F2 | European Drag Racing | FIA Truck Racing | FIM Endurance World Championship | MXGP | MX2
| Speedway | Formula E | Formula SAE & Student | Land Speed | Americas Rallycross | GT4 | IHRA | Indy Lights | IndyCar | Isle of Man TT | Super GT | Snocross | Dakar | Late Model Dirt | Middle-East Rally
Championship | MotoGP | Moto2 | Moto3 | NASCAR Cup, Xfinity & Truck | NEDRA | NHRA (all divisions) | VLN | Super Formula | Trophee Andros | TT Zero | Aquabike | USAC Silver Crown & National Midget
| WEC | World of Outlaws Late Model | IMSA WeatherTech Sportscar Championship | World Rallycross | World Superbike | WRC, R5 & R2 | WTCR, and many more!
STEFAN HONENS:
Mercedes truckin’ GIAMPIERO TESTONI:
Electrifying Grands Prix
forward features &
TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD TH E COM M U N ICATION S H U B OF TH E RACI NG POWE RTRAI N WOR LD
PAYING HOMAGE TO PORSCHE
Special Investigation: Time Attack & Elmer IN LINE FOR GLORY
Yamaha’s MotoGP I4
NEW AGE TOOLS
Electromagnetic design aids INTELLIGENT
ENGINEERING
A MASTER Focus on high-
performance computing
AT WORK
publishing schedule
Kaase’s Pro Stock
Mountain Motor POWER TO
THE SEA
Challenge of
drag boats
MARCH/APRIL 2019 FEBRUARY 2019
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RET ISSUE Advertising Publication Focus articles Insight Bonus show
copy deadline date Challenge Of distribution(s)
headline statistics RET 122 23rd October
November 2019
6th November Rings & Valves Moto3
Component Lifing
PRI & ASI
Print run: 6,000
copies per issue (minimum)
RET 123 11th December 24th December Turbos/Superchargers Aquabike ASI
Dec 2019/Jan 2020 CAM
Estimated readership: in excess of 18,000
On average at least 2 people over and above the
RET 124 29th January 12th February Friction Reduction GTE -
addressee read each copy we send out February 2020 Vibration Analysis
Geographical breakdown:
RET 125 11th March 25th March Surface Treatments Pro Stock -
Mar/Apr 2020 Engine Inspection
USA RET 126 22nd April 6th May Heat Shielding WRC R5 ATE EU
46% UK
May 2020 QC and QA
RET 127 3rd June 17th June New Materials WOO Sprint -
Europe
22% June/July 2020 CNC Hardware
ROW RET 128 15th July 29th July AM Engine Parts DTM PMW & AES
8% August 2020 Con Rods
24% 57 countries
in total RET 129 2nd September 16th September Hardware in the Loop Flat Track PMW, AES & PRI
Sept/Oct 2020 Valve Springs
RET 130 21st October 4th November Casting Two-Stroke Karting PRI & ASI
84% of RET subscribers use the adverts and articles November 2020 Component Cleaning
to source products and services
RET 131 9th December 23rd December Fasteners E Drag Racing ASI
86% of RET subscribers keep the magazine indefinitely Dec 2020/Jan 2021 NDTe-race power technology introduction
The march of the global automotive industry Where RET concentrates on internal
towards electrification is relentless. This is combustion engines and hybrids, EPT will Summary of key all-
reflected in the fact that Formula E now has concentrate on all-electric powertrains as
electric components
GERRY HUGHES:
Formula E’s engineering oracle
TH E COM M U N ICATION S H U B FOR TH E E LECTR IC RACI NG POWE RTRAI N
more manufacturer support than any other employed in motorsport.
E-CIGARETTE LIGHTS UP international FIA series. Many other all-electric | Transmission
Surge for electric race boat competitions have already launched or will do | Motor/Generator
Electric Avenue
so over the next year or two. It seems that each
In the temporary service park at the Nurburgring, the ID.R was be reached before the end of the Nurburgring if the temperature wasn’t
BATTLING THE HEAT | Inverter
supplied with electrical energy by two fast-charging systems that managed throughout the lap.
operate with a comparatively low output of 90 kW each. Charging the To combat temperature increases in the battery, Volkswagen
cells quickly was important to minimise the turnaround time for the developed the battery cooling system in cooperation with simulation
ID.R between runs. The charging cables were developed specifically software specialist Ansys. Software developed by Ansys enabled the
The ID.R on the daunting Nurburgring Nordschleife and (inset) a simulation of the flow path
of the cooling air passing through the battery pack (Images courtesy of VW Motorsport) for this task and are specially insulated high-voltage cables certified for team to analyse the batteries’ behaviour during deployment and regen
Focus on motor cooling
up to 1000 V. modes.
month brings notification of a new professional | Control system
In addition, the cables are shielded to avoid electromagnetic With regard to determining the cooling requirements as a function
interference with the onboard electric system, including the ID.R’s of the deployment and regen strategy for the lap record attempt,
complex control technology. As charging induces a lot of heat into the Bertram said, “The correct temperature window for the battery was
batteries, the ID.R’s battery system is connected to an air conditioning critical for the car’s performance. A liquid cooling system was ruled
system to provide optimal charging conditions regardless of the out owing to the added weight, so we developed an air-cooling
ambient air temperature. solution. The air flows into channels in the body through the battery
level series or an e-race project. | Cooling
“The ideal base temperature of the battery is 30 C,” Bertram said. “At housing and is rejected out of the car through channels on the other
that temperature the energy in the batteries can be used at the optimal side of the batteries.
rate for the desired power and range. As the battery is actively cooled “The Nurburgring has long straights, on which you deploy full
LM P1 FAST CHARGE
during charging, heat generation remains low and the batteries can be power for up to almost a full minute. The cooling channels were vital
completely charged in 20-30 minutes.” to ensure efficient cooling of the battery so that it didn’t overheat,
The battery cells have an upper temperature threshold that would particularly on the straights.”
Le Mans’ battery boost BMW has an i on the prize | Wiring
B
Charging to a record
FORMULA E
MW is in its first season of Formula E, its i brand contesting starts, so you have to have good torque off the line, and then
The internal combustion engine has many more | Charging system
the series in partnership with Andretti Motorsport, which has consider the speed range on all the tracks we go to, as you can only
been running cars in the series since its inception. The BMW i homologate one set of gears for the season.
Andretti Motorsport team is running a pair of iFE.18 racecars for “These considerations give you an upper limit on the speed you
the 2018-19 season. At the Rome E-Prix, Stewart Mitchell talked would reasonably run the motor to. The sweet spot for our [Andretti]
to the team principal Roger Griffiths about the campaign. motor design for season four [2017-18] was a unit that produced the
Griffiths explained that Andretti is tasked with running the maximum allowable race power of 180 kW somewhere between
years of active motorsport duty but it is clear O
NURBURGRING ELECTRICS
| Battery
n Monday June 3, 2019, Volkswagen Motorsport its management system were adapted for the 20.8 km of the German race team’s operations. “However BMW’s expertise is in the 20,000 and 22,000 rpm, and we coupled it to a two-speed gearbox.
broke the electric car lap record on the Nurburgring circuit so that the ID.R didn’t carry any unnecessary weight for the powertrain of the iFE.18; all of that development is done in “Reducing the number of gears was a very important target for us
Nordschleife by more than 40 s (writes Stewart Mitchell). record attempt.” Munich at BMW’s HQ. The technology transfer between motor racing to tackle. As an example, using a conventional five-speed motorsport
Romain Dumas lapped the circuit in VW’s all-electric, four- The battery has a unique combination of cell chemistries. Some and production development at BMW has never been so direct. gearbox, the rpm drops by between 800 and 1400 rpm during shifts.
wheel-drive prototype racecar, the ID.R, in 06:05.336, giving cells have a chemical composition that allows them to store a lot of The same engineers who are developing production e-drives for the Using a two-speed gearbox, on the other hand, that drop could be
an average speed of 206.96 kph. energy to provide the range required. However, because they cannot i roadcar models also work on the drivetrain for the Formula E car, more than 3000 rpm between gears, which can easily pull your motor
that given the impending triffid-like growth of
The ID.R was first developed to tackle the Pikes Peak deploy electrical energy at a high rate, it also has cells with a lower sometimes in the same production facilities,” he said. out of the peak efficiency window, negating some of the work you’ve
| BMS
International Hill Climb in Colorado, US, where it won the energy capacity but which can deploy far more instantaneous power. done on developing such a high-efficiency motor.
event and broke the outright record in June 2018. It stores Two control units on each battery pack, mounted front and rear, Motor design “Going to single-speed gets rid of those issues, so that is the target
its electrical energy in two lithium-ion battery blocks, each monitor the cells, recording voltage and temperature data, which Griffiths wouldn’t disclose the details of the motor configuration used for most of the teams in this paddock. The motor will have to work
consisting of eight modules with 56 cells. One block is is evaluated by the battery management system. The information by BMW, but did say, “Our systems in Formula E are more than 98% over a larger rpm range, however, which means its average efficiency
positioned next to the driver, the other behind the monocoque is passed on to the vehicle control unit, which defines the control efficient. There are some major advantages to running a high-speed will be lower, which could bring down the efficiency of the overall
in which he sits. strategy to extract the most power from the cells at any given electrical machine in Formula E, because the electric motor is a more package.”
all-electric racing it is in danger of becoming | Supercap
Together they provide power to two motors, one on the front moment on track. efficient device as its speed goes up.
axle and one on the rear. Operating at 915 V, they provide a combined Bertram noted, “An efficient charging strategy, both during external “The efficiency at high speed is offset somewhat as the torque Trends
output of 500 kW (680 bhp). charging and regen [brake energy recovery] was critical for this output falls as speed goes up, although that can be countered by using Commenting on some of the trends in the Formula E paddock over the
The ID.R weighs 1100 kg, and the battery is the largest single project. Only 20% of the energy needed to complete the lap could be a multi-speed gearbox,” he said. “However, there are losses in the years, Griffiths said, “The interesting thing here is that this paddock is
contributor to that weight. Volkswagen’s head of electrics and recovered through regen braking on the Nurburgring, the rest had to gearbox to add to the equation, and during every gear change, the car yet to start converging on a single, most effective solution for racing in
electronics Marc-Christian Bertram said, “The length of the be stored. To that end, we had to send the ID.R onto the track for the loses momentum. Formula E. There seem to be more single-speed gearbox designs now
overshadowed. In view of that Race Engine
Nurburgring is similar to that of the Pikes Peak hillclimb course. record attempt with each individual battery cell at its optimum state “To that end, gearbox design for high-speed motors is absolutely than in previous seasons, but they are still not widespread.
| Fuel cell
However, each has very different characteristics, so the battery and of charge.” critical in Formula E. You also need to consider that we do standing “One thing I believe is widespread across the paddock though is the
t
66 67
Technology has a new sister brand – | Testing equipment
E-Race Power Technology. | Design and development softwarePublished three times a year within
ELECTRIC AVENUE the pages of RET and with the
The BMW iFE.18 on track (Courtesy of Formula E)
Electric Avenue the season one (MAT-supplied) motor and inverter
packages were 96% efficient, and with that in mind
it would be reasonable to expect Formula One to be same engineering-led remit,
in excess of that.
E-RACE POWER TECHNOLOGY
Despite the regulations now limiting aspects such
as the minimum mass of the MGU-K, improving
Ferrari’s unusual battery arrangement caused concern
in Formula One circles early in the season the overall efficiency of the electrical elements
of the power unit remains an important area of
development for manufacturers, and not simply in
terms of increasing power output at the crank.
Cowell also highlighted that the aero regulations
provides a unique asset for suppliers
introduced at the start of the 2017 season, which
gave greater downforce and thus more time at
full throttle, had made it more challenging to
harvest sufficient energy to deploy the MGU-K’s
power whenever the car was not traction-limited. The FIA’s explanation of current Formula One power unit energy flows
“The efficiency of the system, recovering energy
of the products and services that are
and not just simply heating the atmosphere, matters more now,” he chemistry that provides a high energy density, meaning it can store
commented. a large amount of energy, while the other could use a chemistry that
The FIA’s investigation into Ferrari’s handling of the energy input to provides a high power density, allowing energy to be released at a very
the MGU-K stemmed from an enquiry submitted by Mercedes, based high rate.
on intel from two new arrivals at the team, technical director James Jeff Kessen, then of A123, which supplies batteries to teams
Allison and Lorenzo Sassi, both of whom worked for Ferrari before including Porsche in the WEC, explained to RET’s sister publication
joining Mercedes at its UK base. Alternative Race Technology in 2016 that there is a notable difference
enabling the electrification of competition
Owing to the opacity of Formula One’s regulatory processes, exact between the construction of cells for power-dense applications and
Trouble with twins
details of the supposed issue were not given. However, Formula One those for energy-dense ones.
race director Charlie Whiting did reveal that Ferrari’s energy store The basic internal construction of a battery cell consists of an anode
actually consisted of two batteries in a single housing. The issue and a cathode, separated by a thin layer of insulating material. As the
use of silicon carbide MOSFET switching technology in the inverters, the materials in the MGU saw the copper windings themselves break raised by Mercedes centred on how the energy flow from each battery battery charges and discharges, lithium ions are able to pass from the
replacing IGBTs. This technology has significantly improved power down owing to temperature, and the encapsulant in which many of was managed and whether it was possibly supplying more than the cathode to the anode via an electrolyte when charging, and vice versa
cars and bikes. It allows such suppliers
switching efficiency and has made the motor control technology a lot the internal parts are potted is starting to transition from a fully hard permitted amount to the MGU-K. when discharging.
more accurate. solid state back to a softer one. We also learned that some things that The FIA cleared Ferrari of any wrongdoing at the Monaco Grand This mode of operation is the same whether a power- or energy-
T
FORMULA ONE
“We started playing with the SiC MOSFETs in season two, when are usually considered quite straightforward in motor design, such he 2018 Formula One season has been awash with The diagram makes the operation of the systems look relatively Prix, after admitting that the system was exceptionally complex and dense cell is needed, but the make-up of the internal components
we were able to get our hands on prototype switchgear, building as crimping a wire, become a challenge when they need to operate various power unit-related controversies (writes Lawrence straightforward; in practice it is anything but. difficult to monitor. To satisfy itself that there was nothing untoward varies considerably depending on requirements.
our own prototype inverter based on the technology. However, from within the power and current of a Formula E racing powertrain. Butcher). There have been the continued rumblings about As further background to the Ferrari question, it is worth looking afoot though, it used extra software-based monitoring of the battery. “The electrode design in a battery designed for power is a key
season four onwards we worked with Magneti Marelli and their silicon “In Formula E, we are talking about large gauge wires that have to the use of lubricating oil as an aid to combustion, with the briefly at how the FIA regulates the output of the MGU-K. The drive However, the situation raises the question of why Ferrari might have consideration,” said Kessen. “High power density comes both from the
carbide-based power inverter technology, and we saw a 4-5% increase flow up to 500 A. If you don’t get the crimping process right, you can FIA determined to close every feasible loophole available to from the MGU-K is fed directly to the crankshaft of the IC engine, and opted for a twin battery system in the first place. chemistry of the battery and the electrode design. The active battery
to directly connect with the powertrain
in efficiency compared to what we were running in the first couple of have significant losses in that part of the circuitry leading to excess manufacturers. Then, just before the Monaco Grand Prix, there the power is measured by the FIA through monitoring of the input Apparently, Ferrari has used such a set-up since 2014. It is not material is coated onto the surface of the electrodes, and that is what
years of Formula E. heat. Even without mechanical breakdowns, if you run an electric was a question over Ferrari’s handling of its energy store, with energy to the MGU-K’s power electronics (be that from the battery or known if other manufacturers’ power units also feature dual batteries; is generally being referred to regarding battery chemistry.”
“This switching efficiency was coupled with a major reduction in motor too hot, it becomes very inefficient very quickly, making it hard suggestions that it may be circumventing the restriction of a direct from the MGU-H). very little such detail ever makes it into the public domain. The key to increasing the power of a battery is reducing the
heat generated in the inverter, which enabled us to revisit the cooling to win races in this efficiency-driven formula. 120 kW maximum output for the MGU-K. The regulations assume an efficiency of 95% for the power Of course, a battery is not a single component; it consists of a resistance experienced by the ions as they travel between the
design for the inverter. That further improved the efficiency of the “We have been able to transfer a lot of that early learning to BMW.” To anyone unfamiliar with the workings of the current generation electronics and motor and, speaking in 2017, Mercedes’ Andy Cowell multitude of cells (generally either cylindrical casings or pouches) all electrodes. “One of the most critical factors regarding battery power is
overall powertrain,” Griffiths said. of hybrid Formula One power units, the diagram above right shows noted, “The efficiency of the MGU-K and its inverter matters, because interlinked and controlled by a battery management system. Ferrari’s the thickness of the coating on the electrodes,” noted Kessens.
engineers working in this explosive
Cooling the permitted energy flows between the various systems (as shown of the fixed efficiency ratio in the regulations. Anything you can do choice of two batteries means it has two distinct packs of cells within “The reason for that is that if you are discharging a battery, you
Learning curve Griffiths said dielectric fluid is used to cool the battery, as specified in appendix 3 of the 2018 Formula One technical regulations). This to improve on that, the greater the power seen by the crankshaft. The the same casing, each individually managed. want the ions to move through the full thickness of the active material,
Griffiths noted that the biggest learning curve for the team to date has by supplier McLaren. “For the rest of the powertrain, water is the best illustrates the various ways energy can move around the power unit, more you can beat that efficiency value, the better off you are.” It may be that its choice to use two separate packs was driven by across the insulator, and through the full thickness of the second
been with respect to thermal management. He said, “We’ve certainly heat transfer fluid as it has the fastest-acting and highest heat capacity be that in the form of electrical energy or fuel energy. Working to the 95% efficiency ratio means manufacturers can packaging, for example of the cooling system. Dividing the packs into material. The greater the distance and the more material the ions have
seen some challenges and learned a lot about the importance of of any fluid. Because it is an electrical conductor though, you have to Certain flows are restricted. The maximum flow into the energy effectively feed 126 kW into the control electronics for the MGU-K, two could make it easier to thermally manage each pack, under what to pass through, the more resistance there is in the battery.”
thermal management for the inverter, motor and the battery. We also ensure it is properly separated from the electrical elements. store from the MGU-K is capped at 2 MJ per lap, while the total flow with the regulations assuming that the actual useful output of the are undeniably hostile operating conditions (the fact that Renault has Unfortunately, if one simply puts a very thin coating onto the
learned – in quite dramatic fashion – where the thermal limits of the “In seasons three and four, both our electric motor and inverter had a from the energy store to the MGU-K is capped at 4 MJ. However, that MGU-K to the crank will be 120 kW. However, given the intense still been suffering battery problems in 2018 illustrates this). electrodes, resistance will be low and thus power high, but at the
new field around the globe, for whom
various elements of the electrical powertrain are, in particular the cooling jacket designed into them so there is no direct passing of fluids does not mean the total energy consumption of the MGU-K is 4 MJ focus on efficiency development in both the power electronics and However, it could also be that each pack in the unit is of a very same time the energy content of the battery will be very low. By using
thermal limits of the materials inside the motor and inverter. over electric components. We were using distilled water with a corrosion per lap, as energy can be fed directly from the MGU-H (driven by the the motors themselves, it is safe to say that all the manufacturers are different type, and combining different types gives an advantage from one battery pack that is very energy-dense and another that is power-
“In the case of the electric motor, exceeding the thermal limit of inhibitor mixed in. turbocharger compressor) to the MGU-K. more than 95% efficient in this area. With reference to Formula E, energy and power density perspectives. One of them could use a dense, Ferrari could be able to circumvent some of the compromises
t
t
68 36 37
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