In the run-up to the Autosport International show to be staged in Birmingham, UK, in January, just-auto talked with show director Ian France about initiatives to transfer motorsport technology to the automotive industry.
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just-auto: Much has been said about technology transfer from the motorsport sector to the automotive industry. In this economic environment how important is motorsport innovation?
Ian France: Very important. According to the UK Department of Trade and Industry, the UK motorsport industry contributes more than £5 billion per annum to the UK economy, 50 per cent of which is accounted for by exports. The industry also supports around 40,000 jobs, including 25,000 skilled engineers, and generates a wealth of intellectual capital for many industries. The innovations include high-value new technology such as Kinetic Energy Release Systems (KERS), which captures energy released during braking, and stores it for later use. We are continually seeing techniques developed in motorsport, like bonding exotic materials being applied to road cars. Beyond expensive technologies and solutions like these, there are cost-effective innovations around the corner that will not break the bank.
just-auto: When you say ‘cost-effective innovation’, what will this entail?
Ian France: In the race to reduce weight and emissions, car manufacturers have tended to look towards F1, and following 2009’s introduction of KERS, manufacturers are examining its advantages. Based on proven and cost effective technology, as a flywheel spins rapidly, up to 600 kJ of energy can be stored. That’s enough energy to accelerate an average road car from 0 to 76 km/h (47 mph) without burning any fuel at all. Applied to a road car, this technology, from Flybrid Systems, could ultimately reduce fuel consumption and CO2 emissions by a third.
just-auto: So the technology is proven in motorsport, but what is happening to develop it for the production of cars?
Ian France: The UK government’s Technology Strategy Board has contributed £23 million for a £52 million, 16 vehicle, low carbon vehicle project. A key programme includes two motorsport companies, Xtrac and the aforementioned Flybrid Systems who, as part of a Jaguar-led consortium, will design and develop a mechanical hybrid (flywheel and variable drive system) passenger car as a cost competitive alternative solution to other hybrid systems.
Xtrac also has a new gearbox developed for electric vehicles. This is one of numerous transmission systems developed in response to the growing interest by the automotive sector in electric and hybrid vehicles.
With the increasing focus on the energy efficiency and durability of electric powertrain, Xtrac has applied many of the high-precision techniques learnt in motor racing to design transmission systems suitable for electric drives, and most importantly has successfully demonstrated rapid product design and development cycle times. More usually associated with F1 and the supply of components to other race formulae, Xtrac sees the demand for prototype gearboxes for electric vehicles showing no signs of abatement.
just-auto: So how has motorsport improved today’s road car breed?
Ian France: Dual clutch gearboxes, which speed-up gear changes and efficiency, were once the preserve of exotica. The technology has now diffused through to the supermini sector and the new Volkswagen Polo is just one obvious example.
The car manufactures have always been aware of the effects of heavy engines, big brakes and huge crash structures adding weight. They all require larger springs, dampers and fuel tanks. From motorsport, many have learnt that by adding lightness and having the same performance from smaller engines, cars can emit less and handle better.
Aerodynamic efficiency has always been important, not just for the marketing department. As well as witnessing rear diffusers on the Renault Clio, we have also seen aero-elastic winglets on the new Ferrari 458 Italia. These mini-wings generate down force without the need for adding spoilers and extra weight.
just-auto: Aside from going faster or being greener, have there been safety benefits?
Ian France: The Fédération Internationale de l’Automobile (FIA) runs EURO NCAP to improve crash performance in cars, and the motorsport skills in packaging an engine and transmission into a race car are in demand. We can package in tight spaces while improving energy absorption in a crash.
Detail opportunities help passenger safety too. F1 style tyre-pressure monitoring systems that enhance competitiveness have now been adapted for use on road cars to increase safety. When punctured, a non runflat road car tyre is designed to support the weight of a car for a short time, thereby giving little indication of a serious problem. F1 tyre pressure monitors detect the presence of a puncture as soon as the car is switched on, and alert the driver immediately.
just-auto: What can we expect to see in the future?
A lot of work is being done to contain motorsport development costs, especially in the area of powertrain development and testing. The Global Race Engine has been proposed by many and this reflects car manufacturer platform sharing. Global engineering projects such as the GRE are demonstrating the potential of reduced testing and development costs across the race, rally, endurance and even grass roots categories. The one size fits all approach is, however, open to a lot of debate!
In the past motorsport has adapted techniques from others, of course, with lightweight material development and joining methods being the obvious example from aerospace. What is less obvious is that ceramic thermal coatings developed for nuclear reactors are now helping passenger and race car components maintain their cool.
just-auto: Education is a key factor. What initiatives are out there?
Ian France: Just as Coventry University’s Transport Design course trains future car designers, a little known fact is that tomorrow’s automotive engineers are already experiencing innovation first-hand. Universities have for some years been competing in schemes such as Formula Student, a breeding ground for future drivers, engineers and strategists. In 2008’s Formula Student, for example, Oxford Brookes fielded the only hybrid racecar, thus extolling the virtues of cleaner racing.
just-auto: You say ‘cleaner racing’ in motorsport. How is the industry embracing this concept?
It sounds alien but the Motorsport Industry Association (MIA) hosts the ‘Cleaner Racing Conference’ at Autosport International. The conference has embraced motorsport and automotive engineers to consolidate thoughts in a constructive manner. Past contributors include Ulrich Baretzky, Audi Sport’s Head of Engine Technology, UK Member of Parliament Lord Drayson, driver of the first British GT race winning bio-ethanol powered Aston Martin DBRS9, and Richard Parry-Jones, former Ford Motor Company Group Vice-President and Chief Technical Officer.
just-auto: So what of the future of motorsport engineering and the economy?
Ian France: The transferable skills demonstrated by the industry and its ability to innovate quickly are just two of the qualities required to help lead the economy out of recession. Motorsport know-how is sought after not only by the automotive industry, but also by the aerospace, defence and marine industries as they race to develop new products while cutting development times.
