London based Peer Group plc has announced that they are offering for sale its state-of-the-art moving road wind tunnel facility that in 2024 has been substantially upgraded to meet the very latest motorsport and automotive aerodynamic testing needs.

This 50 per cent wind tunnel features an array of advanced capabilities, has been proven to deliver exceptional aerodynamic correlation with track / road and has demonstrated major race car championship winning credentials. Its key differentiator is airflow quality, underpinned by extremely low and consistent turbulence levels, which enable superior test results in comparison to most other wind tunnels worldwide.

The facility, currently located in Huntingdon, UK, was designed, built and continually developed by Lola Cars International Limited, the famous race car manufacturer.

Lola originally acquired the wind tunnel from British Aerospace, re-locating and substantially re-designing it to create an advanced motorsport and automotive aerodynamic testing facility.

Opening in 1998, it quickly became a central part of Lola’s in-house research and development processes, whilst also providing aerodynamic test services to other race car teams, several Formula 1 teams and automotive OEMs.

Since its inception, the Lola wind tunnel facility has been owned by Peer Group plc, or one of its subsidiaries. Peer Group and Lola Cars International were both founded by the late Martin Birrane, Lola’s owner from 1997 to 2021.

Peer Group is now offering the tunnel facility for sale following a 3-year lease to the new Lola Cars business which was formed in 2021 following its purchase of the Lola name and IP from Peer Group.

‘For race car manufacturers, race teams, automotive OEMs and for businesses providing motorsport and automotive engineering services, this opportunity represents incredible value in relation to the cost of building and developing a new wind tunnel, especially as its modular steel construction makes it ideal for relocation to wherever a buyer wishes,’ said Howard Dawson, Peer Group’s managing director.

‘The 2024 major upgrade to the tunnel’s systems now provides for pre-programmed automated testing with full model motion control and easy integration with the very latest sensor technologies, all controlled by Cosworth’s Diablo software which was specifically designed for advanced wind tunnel applications.

‘Project managed by Lola Cars, which since 2021 has been under the ownership of Till Bechtolsheimer, we’ve basically taken what was already one of the best 50% scale motorsport wind tunnels worldwide and brought it up to date with the latest standards of race and road vehicle aerodynamic testing.’

The facility includes an array of supporting workshops, tooling and equipment, including a 7-post chassis rig. The wind tunnel is of steel modular construction allowing for easy relocation worldwide.

David McRobert, who is handling the sale on behalf of Peer Group plc, said: ‘We expect interest from organisations around the world. For some, a UK facility may not be practical, so we’re offering the option of a ‘tunnel only’ purchase, allowing it to be relocated worldwide.’

Wind tunnel details

Flow Quality

The test section accommodates up to 50 per cent scale race car models for maximum accuracy. A combination of flow conditioning screens and high contraction ratio were specified to ensure excellent turbulence and boundary layer control for a tunnel of this size and type, yielding superior quality, accuracy and repeatability of results.

Air Management

The tunnel’s high top wind speed delivers test results with excellent correlation to full size performance. Heat generated by the main fan is dissipated through a large heat exchanger positioned in the air stream and a 520kW chiller unit, preventing temperature build-up and hot spots.

Environmental

The tunnel was designed to provide an extremely low noise signature as required for 24/7 testing.

Balance System

A 6-component overhead balance system manufactured by aerodynamic equipment specialists Aerotech is at the heart of the wind tunnel’s data gathering system. It facilitates precise measurement of lift, drag and lateral forces, along with their associated moments of yaw, roll and pitch.

The overhead balance is mounted on an independent pile foundation to eliminate the influence of external vibrations. Accuracy is maintained by a self correcting calibration system.

Model Control

Hydraulic control of the model’s attitude is fully computerised, enabling constant model motion during runs including yaw and roll plus front wheel steering up to plus ± 10 degrees. A unique feature of the system is the ability to change wheelbase and track from the control room, increasing productivity and flexibility.

Rolling Road Control

The entire rolling road section can be yawed with, or separately from, the model to simulate the aerodynamic effects of slip angles and crosswinds. This data is especially useful for vehicles with less downforce and / or more frontal area (i.e. road cars or EVs).

Computer system

The wind tunnel is controlled by the latest Cosworth Diablo software which was originally designed specifically for complex wind tunnel applications.

Diablo provides a high degree of test automation with tests configured in advance, then automatically managed to run through a sequence of test conditions, controlling and coordinating subsystems, whilst collecting the experimental data and logging it to the PC storage. Data can be analysed while the test proceeds, and performance metrics written into a SQL database. Computer hardware was renewed in 2024.

Facility detail

The 985 sq.m (10,600 sq.ft.) building is of standard industrial building steel frame clad construction and is spread over three floors.

The wind tunnel sits within the facility on separate concrete foundations designed to eliminate movement and vibration. It was designed by Lola to be a stand-alone vehicle research and development facility.

The ground floor contains various workshop areas and access to the wind tunnel rolling road. It also includes a workshop housing a valuable seven-post chassis rig, designed to test and develop vehicle structures and dynamics. This can run a full range of road and race chassis simulations, including use of aerodynamic load data generated during wind tunnel testing. The rig has not been used for several years and requires recommissioning.

The first floor contains the wind tunnel working section and the wind tunnel control room plus a large workshop and tooling for wind tunnel model manufacture and modification. There is also a large lift for transporting test models and equipment from the ground floor.

THE FACILITY IS BEING OFFERED FOR SALE WITH A GUIDE PRICE OF £2.5 M + VAT.

FOR FURTHER INFORMATION, PLEASE CONTACT DAVID MCROBERT – D.MCROBERT@FLYFIVE.CO.UK

07552 012755 (UK) OR + 44 7552 012755 (INTERNATIONAL)

The post Your Chance to Buy Lola’s State-of-the-Art, Relocatable Wind Tunnel appeared first on Racecar Engineering.

LABA7 explains how an electromagnetically-actuated damper test system generates enhanced accuracy and control for a vital aspect of racecar set-up

Lithuania is not the first country that springs to mind when you think about motorsport. Its most famous contribution is probably the Palanga 1006km, an unusual sportscar race held on a closed public highway that today features GT3 cars. However, dig a little deeper, and it becomes clear that the Baltic nation has quietly become home to a rising star in suspension testing: LABA7.

The company, based in the capital city, Vilnius, has already made a name for itself as a specialist in high quality suspension testing and servicing tools. Established in 2018 to develop and deliver high quality equipment such as Scotch-Yoke dynos, spring rate testers, corner weight scales and suspension bleeders, it is now disrupting the market further with its new electromagnetic-actuated damper test system, the EMA, which promises to raise the bar in terms of suspension testing technology. Combining cutting-edge technology, affordability, and a user-friendly design, the EMA delivers superior performance and value.

Precision testing

One of the EMA’s most innovative features is the integration of its control unit and data logger into a single board. This design allows the system to sample test results at an impressive 20kHz, avoiding possible phase shifts and ensuring data accuracy. The EMA controls electromagnetic motors and records data with precision down to a nearly imperceptible 50nm, detecting even the smallest changes in damper performance.

For motorsport teams, where every millisecond counts, having a testing system that delivers precise, repeatable results is invaluable. LABA7’s EMA is designed to do just that, offering exceptional accuracy and control.

Speed and power

Despite its meticulous precision, the EMA can also test dampers at extreme speeds and loads. It achieves a maximum velocity of 7m/s and can withstand an impressive acceleration of 40g. At the lower end of the spectrum, it can test dampers at just 1mm/s, essential for measuring seal drag and friction.

LABA7 offers the EMA in four models. The entry-level 30kW model delivers a peak force of 11.9kN at 2m/s, which is more than sufficient for most suspension systems. For those needing more power, the top-tier model produces a peak force of 45.4kN, ensuring robust testing capabilities across a range of applications.

Another standout feature of the EMA is its innovative power supply unit. Traditional electromagnetic shock dynos require high voltage and amperage inputs, often needing expensive and specialised infrastructure.

LABA7 solved this issue with a unique solution that stores energy in supercapacitors, releasing it only when the system is active during testing. As a result, EMA models can run on standard three-phase 380V / 8-16A inputs.

The smallest model can even be optimised to run from a standard 220 / 240V socket, making installation simple and cost effective.

Streamlined with software

LABA7 has designed the EMA’s software for ease of use. While it may sound like a cliché, the focus on user experience has resulted in an intuitive and easy-to-navigate interface, significantly reducing the learning curve for the user.

Motorsport teams are likely to appreciate the ability to edit custom waveforms before testing. This feature allows the operator to easily trim track data after importing it from telemetry devices. Focus on specific segments of a course can be invaluable when testing damper performance for specific real-world racing scenarios. Due to its high accuracy, the EMA can test any shock absorber and replicate a wide range of conditions, exposing the tiniest discrepancies in damper performance across a wide range of standard waveforms such as sine, triangle, square and pulse.

After testing, the software facilitates in-depth analysis by allowing operators to overlay individual cycles and slide graphs, making it easy to pinpoint performance gains or losses. In addition, the system integrates seamlessly with external sensors and other testing equipment, allowing for a comprehensive evaluation of damper performance.

Another valuable feature introduced by LABA7 is a cloud-based shock dyno library. This service simplifies storage, sharing and analysis of data across multiple departments, and supports test data from both the EMA and Scotch-Yoke dynos.

The EMA’s modular design and remote troubleshooting capabilities also make maintenance simple and cost effective. LABA7’s Fast-Fix warranty further ensures quick resolution of any issues, with spare parts typically dispatched within a week, minimising the amount of disruption to motorsport teams’ test and race schedules.

Unlike hydraulic shock dynos, which require frequent maintenance due to potential leaks and fluid replacements, the EMA’s electromagnetic design involves fewer mechanical components that wear out over time. This not only reduces downtime but also slashes the overall cost of ownership.

Competitive edge

What truly sets the EMA system apart, though, is its affordability. Priced from €50,000 (approx. $55,170), it costs less than half compared to competitors’ products. LABA7 says it has been able to keep the cost down by minimising reliance on third parties.

As motorsport continues to evolve, the demand for precision, efficiency and cost effectiveness in suspension testing is greater than ever. LABA7’s EMA is a groundbreaking solution that meets these demands head on.

‘The EMA system represents a new benchmark in damper testing,’ says Andrius Liškus, founder and CEO of LABA7. ‘We combined high precision, energy efficiency and user-friendly design to create a tool that not only enhances performance but also makes advanced suspension testing accessible to more motorsport teams.

‘Our focus with the EMA system was to deliver cutting-edge technology without the high costs typically associated with advanced damper testing. By simplifying installation and reducing maintenance, we’re giving motorsport teams the tools to push performance limits without breaking the bank.’

By offering unmatched accuracy, energy efficiency and ease of use, all at a highly competitive price, LABA7 is positioned to become a key player in the motorsport
testing landscape.

For teams seeking to gain a competitive edge – and point out a team in any form of motorsport that isn’t – the EMA range sets a new standard in damper testing, pushing the boundaries of what is possible on track. With these developments, LABA7 is helping to put Lithuanian engineering expertise on the map.

The post How LABA7’s Damper Test System is Shaking Up the Market appeared first on Racecar Engineering.

Graphite Additive Manufacturing explains how advanced materials and manufacturing techniques, originally honed in motorsport, are now driving clean energy solutions

Motorsport is known for its relentless pursuit of innovation, where performance, weight, and efficiency are pushed to the absolute limits. While these developments are often born out of the need to gain fractions of a second on the track, the technology that powers racing cars frequently finds new applications in other industries. One such example is how advanced materials and manufacturing techniques, originally honed in motorsport, are now driving clean energy solutions. Graphite Additive Manufacturing has seen this crossover first-hand through their work with Intelligent Energy, where motorsport expertise has contributed to the development of lightweight and highly efficient enclosures and casing components for their hydrogen fuel cells, which power drones.

At the heart of this collaboration is Sinterworx G4, a material originally developed for high-performance motorsport applications. Racing teams demand materials that are not only lightweight but also incredibly tough, capable of withstanding extreme forces and conditions without failure. G4 was born from these requirements and has proven to be an ideal solution for Intelligent Energy’s hydrogen fuel cell enclosures.

Design freedom and complexity are key aspects of why G4 was selected for this application. In motorsport, teams constantly push the limits of design to optimise performance, and this ethos is equally important in drone technology, where weight savings and efficiency are critical. Traditional manufacturing methods often restrict design due to tooling limitations and material constraints. However, additive manufacturing with G4 removes these barriers, allowing for complex designs that can be fully optimised without the constraints of traditional manufacturing. Intelligent Energy was able to take full advantage of this design freedom to create intricate, highly efficient casings that protect the fuel cells while maintaining a minimal footprint.

One of the biggest challenges in the drone industry, much like in motorsport, is weight reduction. Every gram saved in a drone means longer flight times and more efficient operations. Intelligent Energy needed their fuel cell enclosures to be as light as possible, and after extensive testing, they settled on a wall thickness of just 1.1mm. However, achieving this level of thinness while maintaining the necessary structural integrity was no easy task. They evaluated and tested several 3D printing materials, but none offered the stiffness required at such a thin wall — until they tried Sinterworx G4. G4’s unique composition provided the additional stiffness and strength needed to protect the delicate internal components of the fuel cell, without adding unnecessary weight.

In addition to its mechanical properties, G4 offers on-demand production without the need for expensive tooling. This is crucial not only for motorsport teams, who constantly update and modify their designs, but also for companies like Intelligent Energy that require rapid iterations and design changes to stay at the forefront of their industry. By using G4, Intelligent Energy can quickly adapt and evolve their designs without incurring significant delays or costs, making the process much more efficient.

Another critical element of our collaboration with Intelligent Energy was Graphite Additive Manufacturing’s design refinement process. Leveraging their motorsport background, where precision is paramount, Graphite Additive Manufacturing worked extensively to determine the optimal build orientations and part-specific build parameters. By carefully selecting the placement of each component within the build envelope, they improved the repeatability of accuracy, strength, and appearance across every batch. This level of fine-tuning is a hallmark of motorsport engineering, where every detail matters, and it has translated perfectly into ensuring consistent quality for Intelligent Energy’s fuel cell components.

The final product not only meets the technical and mechanical needs of the fuel cell but also comes in a sleek black finish, aligning with Intelligent Energy’s aesthetic and branding requirements. While this may seem like a minor detail, the black colour eliminates the need for additional finishing processes, saving time and further reducing weight — another win for efficiency.

The crossover between motorsport and other industries is clear. The technologies developed on the track — advanced materials, innovative manufacturing techniques, and precise engineering — are now making their way into fields like clean energy and drone technology, driving the future of both industries. Graphite Additive Manufacturing is proud to be at the forefront of this evolution, helping companies like Intelligent Energy bring high-performance hydrogen fuel cells to the market with the same level of innovation that powers the world’s fastest cars.

“We have always found Graphite Additive Manufacturing great to work with, their range of materials has allowed us to achieve our goals of developing lightweight fuel cell products for drones, where reducing mass is critical for extending flight time,” says Tony Meadowcroft, Technical Lead at Intelligent Energy. “Using printed parts enables us to iterate designs quickly, and the consistently high build quality is suitable for our finished products.”

For more information, visit graphite-am.co.uk

The post How motorsport innovation is driving clean energy appeared first on Racecar Engineering.

Student-run Team NMA opened its GT Cup Championship campaign at Donington Park in April, securing four podiums and two wins, including an overall victory. These triumphs represented the culmination of an almost five-year journey, rebuilding and evolving the Lotus Evora GTE that first raced in the 2011 24 Hours of Le Mans.

Like many journeys in motorsport, this one had the highest highs and the lowest lows. Here, you will discover how the National Motorsport Academy breathed new life into the Lotus Evora, transforming it from a past Le Mans competitor to a modern-day race winner, capable of outperforming a current-specification GT3 machinery.

Start of the Journey

The no.65 Lotus Evora GTE, purchased by the National Motorsport Academy just over a decade ago, was one of two Evoras to race at Le Mans in 2011, finishing a highly respectable 7th in the GTE-Pro category. If you’re interested in learning more about the Lotus Evora Le Mans Project, Youtuber TyDyeRacing has produced a video documenting its road to Le Mans.

Upon purchasing the car, the National Motorsport Academy raced it in the GT Cup for several seasons, achieving moderate success, including a runner-up finish in the 2016 GTO class. However, due to its homologation for Le Mans, it struggled against modern GT3 cars. The no.65 Evora came with a complete spares package; in 2019 this prompted the team to carry out an upgrade. It envisioned utilising the chassis and suspension components from the spares package to create the NMA-spec Lotus Evora. This allowed the original Le Mans car to be restored to its original JetAlliance blue and white livery and displayed at Central Lotus Nottingham.

While the NMA-spec Evora retained the Lotus name and chassis, it differs significantly in engine and aerodynamics.

Engine Development

The engine was one of the areas that needed significant development. National Motorsport Academy’s director of motorsport, Dr. Kieran Reeves, was the man who led the engine upgrades. His career up to becoming director of Team NMA includes roles such as curriculum manager, senior lecturer, chief race engineer for multiple teams, engine development consultant, external examiner and master technician. Dr. Reeves has also completed a PHD in Integrated Optimisation for Dynamic Modelling, Path Planning, and Energy Management in Hybrid Race Vehicles , so he was well prepared for the project ahead.

At Le Mans, the car utilised a Toyota-derived 3.5L V6, heavily developed by Cosworth. This naturally aspirated V6 had a displacement of 4.0L, producing approximately 475bhp (350 kW) on the dyno but typically around 412bhp (307 kW) when packaged in the car with Le Mans air restrictors.

‘In line with the current road-going Evora, it was decided that a supercharged Toyota V6 platform should be utilised as a package to be modified,’ says Dr. Reeves. ‘This would also mean a significant development on the front and rear of the car to aid with charge cooling and heat rejection.’

Initial testing and development yielded some improved power figures, but using a modified version of the standard supercharger led to issues with running a very small pulley, causing belt failures and over speeding of the supercharger. ‘It was then decided that a complete bespoke race package would be required,’ Dr. Reeves notes.

Stage 1 of this development involved using a modified GT4 engine package. After several iterations and with the assistance of Swindon Powertrain, Dr. Reeves finalised the mapping process on the Stage 2 engine, now a 3.75L V6 running a TVS1900 supercharger: ‘This gave us the opportunity to run an endurance set-up with lower power or a Stage 3, high charger speed set-up for maximum power but shortening life.’

Ultimately, the team settled for the Stage 2, lower power version, now creating 582bhp (426 kW), a significant improvement in power over the Cosworth derivative, allowing the engine to run for 40 hours. ‘This development also allowed us to make peak power 500 rpm earlier than with the Cosworth engine and a staggering improvement on torque output with the intake charge pressures,’ says Reeves. ‘Peak power with the smallest of supercharger pulleys (Stage 3) can see us run in excess of 600bhp (447 kW).’

Increasing the boost pressure during development added temperature to the heat rejected from the engine and, more critically, to the air charge temperatures. Controlling this to maintain power gains on the dyno once installed in the car required innovative cooling solutions. Dr. Reeves opted for a twin radiator installation at the front of the car, one on each corner, to provide cooling to the charge cooler mounted internally in the supercharger at the rear.

‘This meant a drastic change to the front of the car and how air was supplied to the coolers, engine radiator, and front brakes, while improving front-end downforce,’ he explains. ‘The original Le Mans car had poor front aero balance due to the restrictions of the 2011 regulations.’

The aero project was led by NMA deputy director, Wayne Gater, who has specialised in the physics of fluid dynamics in various forms of land, sea, and air from an early age.
‘Since the Evora arrived at NMA, it has been an ongoing project to update its performance,’ says Gater of the aero performance. ‘This involved not only a planned engine package but also an evolution of the aero package from the homologated Le Mans spec to what is allowed within the series’ regulations.’

Initially, the focus was on choosing the best available parts package, whether ‘low drag’ or ‘high drag,’ while awaiting the finalisation of the new engine package. The car underwent various device iterations for testing, with the most effective achieving a 3mph increase in top speed along the Kemmel Straight at Spa, maxing out the gearing in both instances.
‘The evolution of the current aero package came from a desire to keep the aesthetics as close to what we would have expected from Lotus themselves, plus input from Kevin [Riley, National Motorsport Academy co-founder] that he wanted the appearance somewhere between the Le Mans spec and the road-spec Evora GTE,’ Gater explains.

Beyond aesthetic considerations, there were functional requirements, especially cooling for the now supercharged engine. ‘The engine being supercharged manifested itself in my area as two huge charge cooler radiators that needed inlet and exhausting somewhere at the front of the car,’ notes Gater. This was realised by use of the new road Evora GTE appearance on the front bumper, affording us an additional two outer inlets which have been joined to two well-positioned bonnet exit vents. This ensured the airflow aligned with the car’s existing flow paths, as the original radiator remained untouched at both inlet and outlet.

The new vents merged seamlessly with the existing design, creating an aesthetically pleasing solution. ‘The side skirts have been maximised to the allowable width to manage floor and body flow interactions, and for now, the aero development continues along the length of the car,’ adds Gater. This methodology of in-house research and development utilises industry standard software and also takes benefit from track testing and driver feedback, providing NMA students with practical, hands-on experience of the motorsport industry.

The latest proud development of the car is its new livery, which not only makes it highly visible on the track but also gives it a strong presence. The livery accentuates the elements of redesign and highlights flow paths and streams from the existing and new elements of the design, showing integration of new functionality with existing design language.

‘This ongoing project ensures that the Evora remains competitive and up-to-date with modern racing standards,’ Gater concludes.

Crash and Rebuild

Following its upgrades, the car was completed in 2021 and was ready to race in the 2022 CSCC Slicks series as a shakedown and concept proving ground before heading back to a full season of GT Cup racing. However, heartbreak ensued when the car was involved in a massive crash on the opening lap, all but writing it off.

During the middle of the 2023 season, all parts required to rebuild the car arrived at NMA HQ, and incredibly, the team managed to completely rebuild the car in just six weeks. Following the rebuild, the Evora made a triumphant return to GT Cup for the final three rounds of the 2023 season. Despite facing the challenge of extremely limited testing time, it managed to secure a pole position and multiple podiums in its class, leading to a third-place finish in the GTO standings.

During the subsequent off-season, the team finalised a few more tweaks, including enhancing performance in areas such as aerodynamics, suspension, and powertrain.

As we approach the mid-point of 2024, it’s clear that these developments have brought the Lotus Evora up to par with modern GT3 machinery, often outperforming competitors across the GT Cup calendar and proving it to be the car the team envisioned.
The journey of the NMA Lotus Evora, from its Le Mans origins to its current iteration, highlights the dedication and innovation of the team and the invaluable contributions of both tutors and students at the National Motorsport Academy. There is still work to be done, and you can keep up to date by following along on the National Motorsport Academy’s social media and website.

You can catch Team NMA at any of the GT Cup Rounds – view the calendar here. If you’re unable to attend in person, you can catch the races live on the GT Cup YouTube channel or follow live updates and behind-the-scenes content on the NMA social media channels.
Whether you’re seeking a path into motorsport or you’re an employer in search of the brightest upcoming talent, connect with the NMA online:

> National Motorsport Academy Website
> National Motorsport Academy Social Media
> Find Your Perfect Candidate
> Start Your Path into Motorsport Today

The post National Motorsport Academy Breathes New Life into Lotus GTE appeared first on Racecar Engineering.

‘The last car built on Earth will surely be a sports car’ is a quote attributed to Ferry Porsche, the renowned automobile designer. If you had the opportunity to design a car, what features would it possess and what would it look like? Where would you drive it and who would you want to take with you?

At the University of Bath, we’ve designed our suite of automotive MSc courses to help a new generation of professionals tackle some of the worldwide environmental and societal challenges that characterise our times. We’ve incorporated some of the best attributes of the automotive sector like finding practical routes to bring about positive change at pace.

If the car can be seen as an embodiment of an innate human thirst for adventure, exploration, and new experience, it should be no surprise that these core attributes have influenced how we deliver our courses. They feature:

• Practical and immersive lab sessions
• Collaborative tutorial and problem-based learning workshops
• Interaction with our IAAPS research community

This is all backed up by lecture-based exploration of theory, involving worked examples. Collectively, it generates a fertile environment for inquiring minds.

Whole world challenges

One positive outcome that can happen when global challenges arise is the growth and strengthening of worldwide communities. Motivated by a desire, or indeed a need, to find practical and sustainable solutions, they’re brought together by mutual concerns to collaborate on issues. Can the fast-paced automotive sector help accelerate the potential benefits of connected and sustainable cities, mobility networks and lifestyles?

Currently, around 1.4 billion road vehicles contribute to around 16 per cent of all worldwide CO₂ emissions associated with human industrial activity (anthropogenic). At the same time, the overall level of CO₂ in the Earth’s atmosphere is intrinsically linked to the climate characteristics that we experience throughout our lives. The international automotive industry has an important role to play in tackling CO₂ emissions, in conjunction with wider mitigating strategies, and in harmony with policy makers such as the Intergovernmental Panel on Climate Change (IPCC), which aims to advance knowledge related to climate change resulting from human activity.

The tailpipes of vehicles powered by internal combustion engines emit airborne pollution in the form of particulates. As do the brakes and tyres of all vehicles to varying extents. We can treat this separately to the problem of CO₂ emissions but as a human health issue, it still poses significant concern. That the automotive sector has an estimated financial worth of $2 trillion a year indicates how many lives are affected by vehicles and road transport. It also suggests that options for action are within financial reach.

What to do? 

Ongoing research is finding ways to accurately reveal which aspects of CO₂ emission-driven climate characteristics are related to anthropogenic activity, and which are related to natural mechanisms. But this will take time and while it does there is an opportunity for the automotive industry to do what it’s good at – adapting to deliver measurably improved and affordable outcomes.

New research and development in propulsion systems technologies could have real potential for reduction in CO₂ emissions. And it aligns with the UN’s 17 sustainable development goals (SDGs) and their three-pillar definition of sustainability (environmental, societal, economic).  It also provides a route to reimagined industry, delivering new transport and mobility technologies and services.

The highways and byways of the story of the car shows potential exists for the fast-moving automotive sector to pave the way for technological advancements. Could this also help navigate routes along which other sectors can join or follow, bringing benefits to society more widely? If these efforts lead to developing sustainable low-carbon mobility practices, or low entropy lifestyles, and are in tune with public interest, then do we have the means and impetus to move more swiftly towards a cleaner future?

Explore the critical issues

Preparing for the challenges of a brave new automotive industry requires a well-tailored approach to education. So, in our four automotive degrees we address key topics including:

• Low-carbon propulsion technologies (from component to vehicle system level)
• Vehicle body design packaging to accommodate new propulsion systems from a clean sheet approach
• Aerodynamic bodywork incorporating low-drag external surfaces and internal airflows for heat flow management
• Suspension systems to support the new payload and weight distribution characteristics
• Connected vehicles (long since mechanically untethered from horses, but now digitally tethered for data sharing and congestion management)
• Artificial intelligence (AI) as an engineering challenge and opportunity, from both technical and ethical perspectives
• Agile and ethical professional working practices
• Project and change management
• Innovative automotive business practices

We offer four automotive MSc courses, designed to suit the experiences and aspirations of a wider range of applicants, who will be need for the next generation of the automotive industry. Each of our automotive MSc courses has its own unique flavour, but they are designed to work together as a whole. We bring all four cohorts together for group-based teaching units, and this integrated approach nurtures community cross-course interaction and prepares students for industry practice. Will you be working alongside some of your course mates after you graduate?

Semester one

Focus on structured learning in immersive environments. An annual course theme related to future transport and mobility is set at a course launch meeting. You’ll explore the fundamentals of propulsion and the future purpose of the car. Best practices for AI as a learning aid are shared.

Semester two

Focus on application and consolidation of knowledge and understanding, with tutor guidance. You’ll work on group projects, including whole vehicle performance modelling using industry-standard tools, and Life Cycle Assessment (LCA). You’ll explore systems thinking and specialise in technical or business management topics.

Semester three (summer project period)

Focus on student-led innovation. You’ll undertake an industry-linked project (‘mini-placement’ experience) with either engineering technology or business management themes. You’ll work on live projects and applied engineering challenges, and learn personal professional development skills, but with a friendly campus support network.

Let past successes inspire you to engineer the future

The city of Bath is a beautiful UNESCO world heritage site, with a rich cultural history. It’s a natural fountain of inspiration which allows us to take the best of long-standing fundamental principles and combine them with modern best practices in digital and physical learning, to produce a unique approach to science-informed practical problem solving. This is how we journey towards cleaner and more sustainable future mobility and transport systems and, by the same token, healthy human lifestyles too.

Drive on!

Please get in touch if you’d like to find out more about our Automotive MSc courses, and the timely career opportunities of a technology-neutral approach to the task of engineering sustainable mobility.

The post Learning in Motion: Bath Automotive MSc Courses appeared first on Racecar Engineering.

Key industry figures and decision makers will take part in a range of forums and meetings to drive conversation about the future steps for mobility and motorsport.

Round table discussions will consider topics such as how motorsport is a powerful technological accelerator; multi-material additive manufacturing; hydrogen as an energy carrier of the future, and electric vehicle life cycles from production to consumption. Personalised one-to-one meetings are another key aspect of the IBDLM and are designed to instigate business collaborations.

Product showcase demonstrations will take place in the Additive Manufacturing Village, while start-up pitches for new companies and a job fair aimed at engineering students cater for the next generation of professionals. Tech talks with engineers from Le Mans tyre suppliers, Michelin and Goodyear, and guided tours of the paddock, are also on the agenda. Finally, a trackside dinner during the night practice session completes the schedule.

The first IBDLM convention took place in 2008 and the event typically attracts more than 120 attendees, including race teams, parts suppliers, manufacturers and service providers. Representatives from aeronautics, rail and road are also involved.

Confirmed participants so far include Angst & Pfister, ARRK LCO Protomoule and TMD Friction, who specialise in technical assistance, rapid prototyping and friction material manufacturing respectively.

The IBDLM24 conference will take place in the Technoparc du Circuit des 24 Heures on the Wednesday and Thursday of Le Mans race week, putting industry at the heart of one of the world’s largest motorsport events.

The post International Business Days Conference Returns to Le Mans appeared first on Racecar Engineering.

That’s hardly surprising as this year Manthey is already celebrating victory at the Bathurst 12 Hour and will compete in the FIA World Endurance Championship’s LMGT3 class, while also defending its DTM title won last year with driver Thomas Preining.

However, alongside its racing ventures, behind the scenes the company has developed and introduced a range of products it uses at race circuits to give it the competitive advantage.

Each item has been carefully thought through and designed to the highest specification, making them an attractive proposition to teams racing in prototypes and GTs, as well as road car applications, too.

Manthey Racing was formed in 1996 by former driver, Olaf Manthey, and has competed consistently at a high level since then. Now managed by brothers Nicolas and Martin Raeder, the team is firmly established in German and international motorsport.

Since 2013, Manthey has been responsible for running GTE-Pro works entries for Porsche Motorsport at the 24 Hours of Le Mans, as well as providing engineering support to other customer outfits in various series.

Fast and efficient teamwork in the pits is the cornerstone of these performance balanced GT classes. That means teams need to look at all aspects of performance not governed by the rules, and that points towards slick pit work.

Manthey soon established that couldn’t find anything suitable to match its specifications, so it decided to make its own equipment, and it was quickly noticed by other teams who came on board as customers.

Realising there was a market for its engineering expertise, Manthey continued to produce the equipment for all racing teams, while also diversifying into automotive applications.

Far from being unique to GT racing, the versatile equipment is also suitable for prototype competition, including LMP2 and LMP3, and appropriate for use in single-seater categories.

Key among the developments is a wheel measuring system that allows for high accuracy when setting up the car in the garage prior to any session. The package is compact but has everything a race engineer needs to prepare the car, including a levelling laser, camber gauge, universal steering wheel gauge, track width gauge and a display for load scales.

All of this comes with a sturdy flight case that allows for safe transport around the world.

For a series such as the DTM, which has only a short time between sessions due to a compact two-day race format, fast and accurate measurement of the car is critical to success.

Alongside the wheel measurement system there is a tyre heating oven that also comes in a flight case. In the basic version of the system, three sets of tyres with different heating programmes can be prepared at the same time. The system can also be expanded to include a fourth chamber if required.

It has a central heating duct, thermo-shielded canvas, touchscreen control unit and can be assembled without the need for tools.

One of the necessary pieces of equipment used in today’s pit is the television screen, and Manthey Racing has developed a television case that is equipped with four 16in and two 32in screens. The package also comes with two tool trolleys and a large storage compartment, as well as six 230V sockets and two large, lockable storage spaces on the illuminated work surface.

A 10m retractable power cable on both sides can connect to additional power, and the TVs can be connected to the track television feed.

With a sim card, the WLAN is switched online and has a server with 2TB of storage, which is mirrored for data back up. Up to three devices can be connected using the integrated switch and other networks accessed via VPN.

Manthey has also created a handy, portable coolant service unit that can be used for both street and racecars. It allows vacuum bleeding and filling of coolant in accordance with manufacturer specifications, as well as flushing and emptying of the system. Suitable connection packages are already available for various Porsche models, with more to follow.

The system has a large capacity, 32-litre fill and drain tank, and features an integrated separator tank for purging.  There are dry-break couplings for hoses and the system comes with a 230V power supply via a five-metre integrated, retractable cable.

The maximum pump capacity is 3.5bar, that pumps 12 litres per minute.

Getting a car in and out of the garage quickly is key in endurance racing and, since 2018, Manthey has been producing a skate that fits around the lifting devices of a car, allowing it to be rotated easily. The space saving car skates allow secure shunting of vehicles equipped with an air jacking system and increase workspace safety when fitted. Load capacity is 840kg per skate.

Also critical to overall performance of a team is the driver, and keeping them hydrated is crucial, especially in hot conditions. To aid this, Manthey created a lightweight drinking system that includes a safety lock, bottle, mount, electrical connections, pump and hose connectors and connectors to the helmet.

A plug and play package includes a push button pump activation on the steering wheel. The pump sits in a holder that mounts to the rollcage and features a quick-change system.

The complete empty weight of the system is 856g and the bottle holds one litre of fluid. There is also a cleaning set that helps prevent the system from clogging up.

All these parts are available to buy from Manthey direct at sales@manthey-racing.de or by ’phone. More products and custom solutions are available on request.

Having achieved success on track as a racing outfit, now other teams can benefit from Manthey’s many years of experience.

The post More than a Race Team: The Other Side of Manthey’s Business appeared first on Racecar Engineering.

At the Autosport International Show 2023 at the NEC in Birmingham, Cosworth officially launched its Cosworth Carbon Wheel Mk3 (CCW Mk3), the latest generation of professional motorsport steering wheels.

The 284mm FIA-certified ultra-lightweight carbon steering wheel has been developed on decades of engineering experience within high-end motorsport prototype applications. Its combination of 14 RGB LED push buttons, 4 x 12-way RGB LED rotaries and 4 x 16 detent thumbwheel encoders offers fast, efficient control to the endurance driver.

The CCW Mk3 has dedicated inputs for up to two push-pull digital paddles and four analogue paddles. All buttons and rotaries are backlit and fully configurable using the highly acclaimed Cosworth toolchain incorporating advanced Math, Logic, Autocoding and API functions.

All inputs and embedded diagnostics system channels can be transmitted over two failover CAN port for use with other peripheral systems on the car. The CCW Mk3 incorporates industry-leading sunlight viewable 1000nit, 800×480 WVGA, 16.7M colour 5” TFT display that is fully controllable by Cosworth’s range of ECUs, VCUs, PDMs and data loggers, or it can be run in full stand-alone mode with built-in ultra-high speed solid-state storage, offering up to 4GB for data logging directly on the wheel. The CCW Mk3 has already been deployed by the majority of Le Mans Hypercar and the Le Mans Daytona Hybrid grid.

The post Cosworth Carbon Wheel Mk3 Race Steering Wheel Revealed appeared first on Racecar Engineering.

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