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Alternative energy powertrains are at the forefront of

potentially the greatest change in personal transport

since the adoption of the internal combustion engine.

As automotive manufacturers are driven by legislation

to reduce fleet emissions, the need for alternative or hybrid energy

sources becomes essential, with motorsport playing a vital leading role

in the development of such systems.

Three core technologies hold sway in this realm at the moment

– electric motors, electric storage devices such as batteries and

supercapacitors, and mechanical storage devices, primarily flywheels.

Electric motorsBrushless permanent magnet motors are the mainstay of electric motor

technology for powertrain applications. Typically the rotor contains

a series of permanent magnets, while the stator has a series of coils

or windings to which the current is switched to generate motion in

the rotor. While the stator can be either external or internal, for the

purposes of cooling and simplicity it is usually housed in the external

casing of the motor.

The most significant variation in motor construction is in the

orientation of the rotor/stator combination, either with the magnetic

flux travelling radially in the case of most armature-type motors,

or with the flux travelling axially and components arranged in a

‘pancake’ or ‘disc’ type configuration.

High-performance radial flux motors are essentially limited by heat

conduction out of the stator assembly, so bar-wound stators, which

have rectangular-section conductor wire rather than circular, are used.

This gives a much higher proportion of slot fill (75% versus 50%) and

a greater contact area. The increase in contact area allows greater heat

transfer out of the windings, enabling the motor to run continuously at

higher power levels. These motors can achieve high power densities of

10 kW/kg, and have proven quite suitable for racing, winning the Isle

of Man TT Zero and posting the first electrically powered lap of the

island at an average speed of more than 100 mph.

44

David Cooper examines the three main alternative energy powertrain technologies and explains some of their

technical challenges and opportunities

Circuit training

Hybrid devices are becoming a common sight

in the garages of many LMP race teams

45

FOCUS : ALTERNATIVE ENERGY

such motors (each containing two individual motor stacks for a total

of four motors) were used in the Drayson Racing LM P1 car to achieve

headline figures of 3000 Nm and 640 kW (about 850 bhp).

While these two motor types are well suited to providing an electric

or hybrid vehicle’s motive force – and indeed regenerative braking –

the potential for electrical energy recovery in other areas can require

quite different motor technology. For example, the potential for turbo-

compounding – that is, the capturing of electrical energy from the

turbocharger’s turbine – creates the need for a motor technology that is

capable not only of very high speeds (120,000 rpm or higher) but also of

withstanding high temperatures, unless adding a larger cooling capacity.

This seems an ideal application for a switched reluctance-type

motor, constructed with a ferromagnetic rotor material rather than

permanent magnets. Historically difficult to control, the problem of

switching current between stator windings is simplified with modern

power electronics, providing opportunities for torque and power-

shaping control.

The particular advantage with this type of motor for turbo-

compounding lies in the simplicity of its rotor. Permanent magnets can

become permanently demagnetised at high temperature, becoming

useless if overheated in extreme conditions. A switched reluctance

motor doesn’t have this problem though – so long as the rotor’s

material limits are not exceeded – while the stator and casing are more

easily cooled.

The ultimate limit for all motor technologies is currently

temperature; if sufficient heat transfer can be achieved, motors can be

pushed harder with higher peak and continuous running current.

Electric storageLithium ion batteries are certainly a talking point in electric racing

powertrains and the wider automotive industry, as they are capable

of achieving high power and energy densities. There is a myriad of

lithium chemistries competing for mainstream use, and no-one is quite

sure yet which will emerge as the technology of choice – if, indeed,

any of them will. At the moment, lithium iron phosphate (LiFePO4)

would appear to be a favoured chemistry for energy-limited hybrid

racing applications (such as Formula One), particularly in a nano-

particulate based form.

An alternative to LiFePO4 is to use a nickel manganese cobalt oxide

anode material, which is heavier but achieves a more advantageous

power-to-energy ratio for continuous hybrid running. An example here

is the Zytek system powering the Honda CR-Z GT300 car; running as

a continuous hybrid, the batteries must constantly charge or discharge

rather than being allowed significant breaks to cool down, as in

Formula One where only a few seconds of activity are demanded.

However, with massive demand for lighter, more energy- and power-

dense solutions coming from all quarters, rapid development of new

chemistries can be expected.

Most end-users of battery packs treat the entire pack as a sealed

module, with a finite lifetime – in the case of a Formula One KERS

battery pack, for example, about five race weekends – but each

pack consists of multiple individual cells that must be designed and

managed on a smaller scale.

The alternative axial flux configuration stacks a disc of magnets

next to a disc of electromagnetic coils to achieve a rotational force,

enabling a very compact motor solution. This ‘pancake’ shape is ideal

for packaging between IC engines and gearboxes, or as individual

drive motors for electric vehicles (EVs), while a radial flux motor

is advantageous because of its smaller diameter. Achieving a high

enough winding fill factor for the stator has been difficult historically,

but new technologies using soft magnetic composites have realised

their potential. These motors achieve a comparable 10 kW/kg power

density, but at much lower speeds than radial flux motors (3000 rpm

rather than 20,000-plus rpm). Axial flux motors are able to provide

a massive torque density of up to 30-40 Nm/kg, minimising or

eliminating the need for any transmission ratios between motor and

wheel speeds, coupled with their efficiency at low speeds, making

them ideal drive motors.

Some companies are also pushing the development of higher

power axial flux motors that are optimised for higher speeds (7500

rpm and 400 Nm rather than 3000 rpm and 750 Nm). This requires a

transmission ratio, enabling high torque levels at the rear wheel, but

optimising motor speeds for efficiency. Indeed, a new electric record

was set at the Pikes Peak hillclimb by Toyota Motorsport’s TMG EV

P002, using two axial flux motors with a single-ratio transmission to

deliver 900 Nm to the wheels.

While a multispeed transmission may enable the motor to remain

in its most efficient speed/torque range, this has to be traded against

the efficiency losses of a more complex transmission, and the loss of

potential for torque vectoring. On the other hand, running with a fixed

transmission ratio will require a slightly larger motor to begin with,

with an estimated net weight increase of a multi-speed transmission

being around 10-20 kg. Initially the Formula E powertrain will operate

a single motor through a multi-speed transmission, it will be interesting

to see how this could change with individual constructors in 2015.

As reported in RET 68 (February 2013), a further benefit of the axial

flux motor is its ability to stack motor discs together. For example, two

t

High-voltage hairpin (bar wound) stator-

type motor used with great success for EV

motorcycle racing (Courtesy of Remy)


Each cell is individually managed by an onboard controller that

monitors its state of charge, voltage and temperature. The most critical

factor for both the individual cells and battery pack as a whole is

probably operating temperature, with a performance/lifetime trade-off

to be made. Automotive battery packs tend to run between 20 and

40 C, to ensure longevity, while racing batteries are typically kept

between 70 and 90 C.

For low temperatures, the freezing point and expansion of the

electrolyte places both chemical and physical limits on a cell’s

operation, with efficiency falling with temperature. While warmer

ambient temperatures decrease the electrolyte’s viscosity and electrical

resistance, permitting faster ionic transfer, so increasing efficiency.

Typically polymeric materials are used to form many of the insulators

and laminates within cells, having softening points in the region of

100 C, so limiting temperatures. Temperature rises caused by internal

chemistry can also cause an increase in volume, straining some of the

materials involved and leading to rupture, or affecting operation.

Although pouch-type cells are suggested as a preferred solution to

minimise this effect – as expansion is allowed without interference

with adjacent cells – they too have their own issues. For example,

cyclic loading or movement can risk damage to the materials used at

the terminals and for conductors. Typically, rigid cell designs are used,

with the most popular hybrid racing designs based on a cylindrical

cell. These provide a self-contained pressure vessel, requiring minimal

external packaging for a very power-dense solution. For roadcars or EV

racing a prismatic cell shape is preferred to enable more efficient use

of the battery pack volume; however, their shape is not as rigid as a

cylindrical cell. For a continuously operated hybrid such as the Zytek

system, pouch cells were selected as the most efficient use of material

weight, as metallic cells have a higher proportion of material which is

not actively providing energy storage.

So the successful implementation of lithium ion batteries is

essentially a mechanical problem, requiring sufficient cooling

alongside a robust packaging and arrangement of the batteries’ cells.

Choosing which type of lithium

ion battery is an important factor –

some chemistries and constructions

are energy-dense, others power-

dense. For example, a conventional

automotive EV requires a high

energy density, storing as much

energy as possible, with relatively

modest charge and discharge rates.

On the other hand a hybrid racecar,

doesn’t actually need a great deal

of energy storage, just the ability

to deliver and recover that energy

very quickly during acceleration

and braking phases, leading to the

choice of a power-dense format.

Given that an acceleration

event usually follows immediately

after a braking event, and that the

window to collect energy during braking lasts only 3 s at most, it is

the ability to collect and release energy rapidly, rather than store it,

which is important. Although precise figures are hard to come by, a

supercapacitor solution such as that used in Toyota’s Le Mans hybrid

could be lighter than a battery pack for a similar power delivery.

The benefits of such a system are readily apparent on short circuits

with numerous braking events but low top speeds. In fact the Toyota

system was estimated to give a 1.7 s per lap benefit around Sao Paulo,

enabling it to finish ahead of the Audi entries. Notably the lap time

difference between Audi’s hybrid and conventional cars was minimal,

although it must be remembered that the regulations on when four-

wheel-drive cars can use their hybrid energy also play a part in that.

Installation is a significant factor for electrical hardware, as ideally

it needs to be situated to give adequate cooling as well as protection

from impact in a crash, and have no negative effect on vehicle

handling. For LM P1 hybrids, the preferred location is within the driver

safety cell, putting the weight centrally in the car, in a position that is

also temperature controlled. By contrast, the Drayson electric

LM P1 car stores its 200kg of batteries within the chassis at the front

and within a 30 g crash-proof safety cell in place of the fuel tank. Every

manufacturer queried for this article emphasised electrical safety, with

failsafe systems monitoring batteries, preventing thermal runaway and

automatically disconnecting contactors if anything untoward were to

occur, as well as internally discharging capacitors in the inverters.

The term ‘high voltage’ is relative, with motorsport powertrains

operating at voltages from 300 to 1000 V, – certainly hazardous, but

by no means exceptional. Every team and company dealing with

such systems has rigorous safety procedures in place, and these will

become more widespread as the skills are transferred across the

motorsport industry.

If large scale EV racing is to take place, lithium ion battery

technology has a little way to go yet, but doubtless a greater EV racing

presence will soon be established, further driving the technology. In

the meantime, significant consideration also needs to be given to the

46

Toyota WEC supercapacitor energy storage

mounted in passenger seat (Courtesy of TMG)t

RET_ADTEMP.indd 1 15/03/2013 14:12

48

infrastructure for EV racing, to ensure adequate charging facilities and

safe procedures in the pit lane.

To combat the problems of energy storage and recharging for EV

powertrains, various solutions have been proposed. The upcoming

Formula E series will be structured around two 20-minute races, with

drivers swapping to a second fully charged car. Developments in

inductive charging will focus initially on static pit garage solutions,

but the potential for charging moving vehicles would allow battery

pack sizes to be reduced as charging rates rise. Off-board dc charging

uses a second battery pack, which is charged slowly overnight; this

can then be connected to the pack on the car, transferring charge at a

higher rate (currently around 10 minutes). The potential to exchange

battery packs physically has also been mentioned, although the need

to connect and disconnect electrical and cooling connections, along

with 300 kg battery weights, has pretty much put paid to this idea.

Mechanical and electromechanical storageThe flywheel is possibly one of the earliest forms of mechanical

energy storage used in the industrialised world, the word bringing to

mind great cast-iron wheels and steam engines. These days there is

carbon fibre involved, but the principles remain the same. The energy

contained in a flywheel is proportional to its mass, its radius squared

and the square of its angular velocity. A flywheel for a lightweight

compact racing solution will therefore favour a higher angular velocity

to achieve the desired low mass and radius.

This desire for high rotational speeds brings its own challenges,

requiring high strength within the flywheel rim to prevent

disintegration. To achieve this, a uni-directional filament-wound

carbon fibre wheel is used for greatest specific strength. Some

flywheels are fully composite, while others use steel spokes.

A typical example of a contemporary flywheel achieves an energy

storage of about 540 kJ with a 5 kg flywheel, and therefore requires a

rotational speed of about 60,000 rpm, depending upon radial weight

distribution (although the potential for 90,000 rpm flywheels was

suggested by one manufacturer). At these high speeds, the surrounding

air would cause problems – not just significant aerodynamic losses,

but if the flywheel were tightly packaged in an enclosure then

localised supersonic effects could cause issues.

All the manufacturers involved in this field operate their flywheels

within a sealed and evacuated enclosure. When run with low-friction

bearings, this provides a system with a spin-down time from 60,000

rpm to zero of the order of 30-60 minutes. However, complete spin-

down is a relatively useless measurement, as most of the energy is lost

early on, as the rate of energy loss is proportional to the square of the

angular velocity. The half-life of energy in the flywheel is a more useful

measurement, with half the stored energy dissipating to losses within

about 5-20 minutes – not a problem if you are braking several times a

minute to top it back up!

The significant differences between the flywheel systems currently

available lie in the method of coupling them to the drivetrain, with

three solutions currently being explored by the major players – using

either direct mechanical drive, magnetic gearing or electric drive.

Direct mechanical drive to the gearbox or differential is one

option, using conventional gearbox technology that is well refined

and understood. While in the past CVT (continuously variable

transmission) systems were proposed, now three clutches engage one

of three potential gear ratios depending on the car’s speed; the use of

an additional epicyclic reduction gearset between the flywheel system

and the rest of the powertrain provides a total of six possible ratios.

The clutch packs are hydraulically controlled, allowing very small

diameters and near-instantaneous engagement, from zero to 100% torque

transfer in 12 ms and back to zero in 9 ms. The system fails completely

safe by cutting hydraulic pressure, without which the clutches cannot

engage. The use of a direct mechanical drive requires some clever design

in the seals used to withstand not only atmospheric pressure but very high

rotational speeds, and the ingress of dirt, oil and debris.

An alternative to a direct mechanical coupling is to drive the

flywheel magnetically, using an ‘harmonic magnetic gear’ system.

Here, permanent magnets are placed in the flywheel rotor, as well as

in the external casing (otherwise magnetically permeable) and then

a set of magnets in an external rotor that is directly coupled to the

drivetrain. The external rotor can then drive the flywheel through the

interaction of the various magnetic fields. With careful design of the

number and location of the different magnets, magnetic gearing can

provide a gearing reduction from the flywheel’s 60,000 rpm down to

about 6,000 rpm, to match a gearbox input shaft. While some eddy

current losses are present in such a system, with a well thought-out

design it is possible to arrange the magnetic fields such that the heat

generated is easily accessible for cooling.

The third option for driving the flywheel is an electromagnetic

solution, using a motor/generator in the drivetrain to harvest and deliver

power to the wheels. This electrical power can then be transferred to

and from the electromechanical flywheel, which is essentially an electric

motor with a composite rotor. In the system available at present, this

consists of an electromagnetic coil stator in the centre of the flywheel

Mechanically linked flywheel, with three clutched

gear ratios at the top right, along with power take-

off for the hydraulic system (Courtesy of Flybrid)

49


electrically coupled flywheels can avoid the need for a vacuum

pump through hermetic sealing of the flywheel at the factory, but

may need additional cooling (magnetic) or heavy electric cabling

(electromechanical). An approximate weight for a completely

installed mechanically coupled flywheel system is around 40 kg, with

about 10 kg of that attributable to ancillaries.

The next step in the development of these systems is therefore in

the design of their installation, with all manufacturers anticipating

significant weight savings when systems are designed into the car

from scratch, rather than retrofitted. Indeed, completely integrating

the flywheel within the gearbox may soon permit a 60 kW system

weighing only 25 kg.

The combination of an energy-dense battery with a power-dense

flywheel is an attractive thought to provide a ‘best of both worlds’

solution, although the weight penalty would be considerable.

Hydrogen fuelThe Mazda RX-8 Hydrogen RE demonstrates the potential for hydrogen

as a fuel for internal combustion. Burning hydrogen with oxygen to

form water vapour is a low-emission solution, although undesirable

NOx emissions are still present when air is used as the oxygen source.

The Mazda can also burn gasoline from a port fuel injector, enabling a

versatile dual-fuel powertrain.

For the commercial vehicle market, a more recent contender is the

H2ICED by Revolve, using a conventional piston diesel engine for

a dual-fuel powertrain. The design retains its original diesel system,

while adding a second hydrogen fuel system, with small quantities

of diesel injected at precise points to ignite the hydrogen. The higher

compression of a diesel-based engine means that thermal efficiencies

of more than 40% are possible, alongside a significant NOx reduction

compared to the diesel baseline when exhaust gas recirculation is used

with hydrogen fuel.

Hydrogen fuel cellsHydrogen can also be used in an electricity generating fuel cell,

known as a proton exchange or polymer electrolyte membrane

fuel cell (PEMFC), whose low operating temperature (60-120 C)

offers particular benefits for motorsport applications. The cell is

supplied with both hydrogen and air; hydrogen is oxidised on one

electrode while oxygen is reduced on the other. Fundamentally this is

electrolysis in reverse, producing electricity, water (as steam) and heat.

In addition to the challenges of operating a fuel cell are the

problems associated with storing hydrogen gas in sufficient quantities

to provide adequate range. To achieve this, high-pressure tanks

(about 350 bar) are required to carry 320 litres or 8 kg of hydrogen

(equivalent to 50 litres of gasoline).

Currently the GreenGT H2, has been confirmed as a 2013 Le Mans

competitor under the Garage 56 rules (although Formula Student has

already seen the successful use of hydrogen electric powertrains).

The GreenGT H2 is powered by a 340 kW fuel cell consisting of 18 x

20 kW stacks and driven by a pair of three-phase permanent magnet

motors with a maximum speed of 13,500 rpm generating up to 544 hp

and 4000 Nm at the rear wheels.

axis, which drives the carbon fibre rotor by virtue of embedded magnetic

particles. This permits an incredibly versatile solution in terms of

packaging and flywheel location in the car – for example, the Audi R18

e-tron has the flywheel in the driver’s cockpit.

While processional torque from these flywheels is relatively low

– one manufacturer quotes a maximum of 130 Nm – the ability to

position the flywheel axis vertically rather than horizontally further

minimises its effects on the car’s dynamics.

In terms of round-trip efficiency, you might imagine initially that the

mechanically coupled device would have the fewest losses. However,

considering the difference in rotational speeds (a factor of ten) that

the gearing must accommodate, the electrical system may actually

be more competitive than at first glance. Although there are more

energy conversions, both of the motor/generator units in the system

(at the wheels and flywheel) can be optimised for efficiency at their

respective speed ranges. Electricity is simply the medium between two

very different motors optimised for their task. With actual round-trip

efficiencies depending largely on the specific installation, it is of course

very difficult to choose an absolute winner at this stage.

The electrically driven flywheel does present an advantage in terms

of versatility though, as it can collect energy from any electrical source

on the car, for example both the wheels and the turbocharger. Both

the electromechanically and purely mechanically driven system have

rapid responses (about 12 ms), and can apply a higher braking torque

in the initial moments of a braking event than conventional hydraulic

brakes, providing the potential for ABS or brake bias changes (were

any series to allow this in its regulations). Reacting the braking torque

in the transmission rather than at the wheel can also aid in reducing

dive under braking, again offering a potential performance and set-up

benefit to be exploited.

In terms of absolute added weight, this is installation-specific,

with cooling requirements and other ancillaries comprising a

significant proportion of the system weight. The magnetically and

Illustration of an

harmonic magnetic

gearing system and

hermetically sealed

flywheel (Courtesy

of Ricardo)

t

50


Pneumatic-hydraulic hybridsThe current desire to find alternative energy sources or reduce fuel

consumption or emissions has spawned a vast range of concepts. The

idea of pneumatic or hydraulic hybrids is one such concept, using

braking energy to compress air or pressurise an hydraulic accumulator.

PSA Peugeot Citroen has embraced such a concept for a new

roadcar hybrid, dubbed Hybrid Air. While a pneumatic system may

not be any lighter than using batteries – once you consider the heavy

high-pressure cylinders, along with pumps, control systems, valves and

heat exchangers to prevent icing – it could offer an advantage in terms

of longevity, as the energy storage capacity will remain constant, while

the capacity of batteries may degrade in long-term service.

As with a mechanically driven flywheel solution, it also has the benefit

of using readily available conventional technology. It could provide a

convenient stop-gap solution for the roadcar market while battery and

fuel cell technologies mature within the arena of motorsport.

ConclusionWhile alternative powertrains are still very much in their infancy, their

track record so far is impressive. However, many of these systems are

designed to fit specific regulations, which for better or worse have

driven development in certain directions, as in lithium ion batteries

in Formula One. Their future development holds significant promise

though, with hybrid powertrains looking set to form a significant

proportion of mainstream motorsport, certainly in Europe.

AcknowledgementsThe author would like to thank David Greenwood and Anthony Smith

of Ricardo, Gordon Day of Williams Hybrid Power, Kirsty Andrew of

Williams Applied Engineering, James Francis of Williams F1, Larry

Kubes of Remy International, Laurent Chetrit of GreenGT, Angus Lyon

and Graham Moore of Drayson Racing, Tobias Knichel of Flybrid,

Jonah Myerberg of A123 Systems, Alastair Moffitt of Toyota Motorsport,

David Claxton of DMS Technologies, Pete May of Zytec and Dr Tim

Woolmer of YASA Motors for their invaluable insight and assistance.

Some exampleS of alternative energy SupplierS & manufacturerS

Electrical energy storage – batteries & supercapacitors

FRANCESaft Batteries +33 1 49 93 19 22 www.saftbatteries.com

SWITZERLANDBRUSA Elektronik +41 81 758 1900 www.brusa.biz

UKGoodwolfe Energy +44 (0)1702 527 883 www.goodwolfe.com Williams Advanced Engineering +44 (0)1235 777000 www.williamsf1.com Zytek +44 (0)1543 412 789 www.zytek.co.uk

USAA123 Systems +1 734 772 0300 www.a123systems.com

Flywheel energy storage systems

GERMANYBosch+49 7062 911 79101 www.bosch-motorsport.com

UKFlybrid Systems +44 (0)1327 855190 www.flybrid.co.uk Ricardo+44 (0)1273 455611 www.ricardo.comWilliams Advanced Engineering +44 (0)1235 777000 www.williamsf1.com Williams Hybrid Power +44 (0)1235 777000 www.williamshybridpower.com

Delivering stored electrical energy – electric motors

GERMANYBosch+49 7062 911 79101 www.bosch-motorsport.com

Rational Motion +49 2234 9791200 www.rationalmotion.de

SWITZERLANDBRUSA Elektronik +41 81 758 1900 www.brusa.biz

UKYASA +44 (0)1235 442007 www.yasamotors.com Zytek +44 (0)1543 412 789 www.zytek.co.uk

USARemy Inc +1 765 778 6499 www.remyinc.com

Mechanically coupled flywheel hybrid

system retrofitted to a Lola B12/66 LM

P1 gearbox and raced in the 2012 ALMS

by Dyson Racing (Courtesy of Flybrid)

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Audi Le M

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AUDI’S 4-WHEEL DRIVE LM P1

Exclusive hybrid system insightRINGS FOR POWERPiston rings focus

BLOWERSECRETS Turbo and supercharger focus

ANDY COWELL: Pushing the frontier of KERS

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FORD’S DOUBLENASCAR CHAMPIONRYE Nationwide FR9 insight

RACE ENGINE REVELATIONSThe role of CFD

ECR’SSWITCH The impact offuel injection

RED HOTTECH Exhaust focus

SCOTT CORRIHER: Taking Dodge to Cup success


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eport USA $25, UK £12.50, EUROPE e18

HAYABUSA MAKES WAVES

Is Mussett’s turbo the future of F1 boats?

ELECTRIC

AVENUES

Alternative energy focus

CHARGE

CONTROL

Valve technology

progress

CHRIS DAVY:

Operating NASCAR’s alternative spec


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SUBSCrIBETOdAY

SIgN-UP TO

OUr FrEE TECHNICAL

E-NEWSLETTErS AT

WW

W.rET-MONITOr.COM

& WW

W.F1-MONITOr.COM

This report explains all aspects of the performance of top motorcycle machines. We look in depth at the MotoGP machines as well as the Superbike racers used in the World Superbike and AMA Championships. We identify as never before the keys to success in these exciting forms of racing.

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A special report


DUCATI – WHAT IS DIFFERENT ABOUT THE DESMOSEDICI?

BMW AND APRILIAThe Superbike new boys

HYDREX HONDATop privateer team in BSB

MOTORCYCLE race

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v12009

BUYTOdAY

They still use Truck arm suspension and rev counter dials but some of the best engineers in all of racing are employed by today’s teams and for them the archaic elements of the car are a great challenge. Blending today and yesterday’s technology provides a fascinating engineering puzzle.

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A special report


KNOWLEDGE IS POWER

LIVE WIRESElectronics and fuel transfer systems investigated

The role of data logging in stockcar racing

THE NEXT GENERATIONFord’s new Fusion

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v4 2013

EvErY MArCH

This report puts the powertrain into the whole car context. Featuring input from many top Formula One technical directors and written by Ian Bamsey, each report is a unique review of the engineering and mechanics of contemporary Grand Prix racing cars, including a preview of future trends.

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OFF-TRACK TESTING SECRETS

AERO-ELASTICITY IN FORMULA ONE

NEW LOTUS: ENSTONE’S CHARGE BACK TO THE FRONT

PLUSClutch tech to win

The Grand Prix paddockSuspension state of the art

F1 race

01_F1RT6 COVER 1.indd 1 27/04/2012 11:41

v6 2012

EvErY MAY

This technical report looks in depth at the cars that compete in the 24 Hour race at Le Mans. Published every July by High Power Media under official licence with the ACO, this report shows you the amazing engineering and technology required to race non-stop twice around the clock.

24 HOUr race

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A SPECIAL REPORT

USA $50, UK £20, EUROPE E35

RACING THE CLOCKThe challenge of competing at Le Mans

TECHNOLOGY FOCUSLMP manufacturing and electronics investigated

Under offi cial licence with the ACO

NEXT GENERATIONToyota Hybrid uncovered

01_24HRT12 v3.indd 1 03/07/2012 21:03

v62012

EvErY JULY

Engineering a Top Fuel car that exploits 8000 bhp for just a few vital seconds is one of the toughest challenges in racing. This report explores in depth the engineering of all forms of professional drag racing, providing a fascinating insight into a surprisingly complex technological endeavour.

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SWISS TIMEEurope’s fastest dragster profi led

TECHNICAL FOCUSTorque converters and engine systems investigated

WATERBORNE BULLETThe world of Top Fuel Hydroplanes

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v3 2012

EvErY SEPTEMBEr

Rally cars compete on everyday road tarmac, gravel, dirt, even ice and snow so the rally car has to be very versatile. It’s a 300 bhp missile that accelerates from 0-100 kph in under 3 seconds. The design and development of these cars has never been more deeply analysed.

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A special report


BULLETPROOFINGInsight into rally car design and construction

TWIST AND TURNTransmission and suspension technology investigated

RALLY ROCKETS WRC challengers from Ford and Mini profi led

01 RRT COVER NEW.indd 1 11/12/2012 14:48

v1 2013

OUTNOW

2013 OUT NOW

2013 OUT NOW

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