ADVANCED TECHNOLOGY IN MOTOR SPORT Garry Connelly, Deputy President Cars of Tomorrow Conference March 11, 2014 ADVANCED TECHNOLOGY IN MOTOR SPORT Garry Connelly AM, Deputy President, FIA Institute Tuesday March 11, 2014

Safety Systems

A012D02 ACHIEVEMENTS F1 Side Penetration

PROJECTS F1 Side Penetration

ACHIEVEMENTS Advanced Racing Seat

ACHIEVEMENTS Advanced Side Impact System

Advanced Side Impact System

ACHIEVEMENTS Advanced Side Impact System

60km/h and 200mm

ACHIEVEMENTS Advanced Side Impact System 60km/h and 200mm

ACHIEVEMENTS Advanced Side Impact System

Carbon discs, floating disc concept Developed in F1 – moving to road cars

Computer Fluid Dynamics (“CFD”) (putting airflow into numbers)

1.Finessing flow 2. Flat underbody so key areas are ahead of front axle and behind rear 3. Generate extra load on tyres 4.Angle of diffuser 5. Rake of the car 6.Vertical “guides” maximise efficiency 7. Exhaust flow can increase diffuser efficiency. New rules 2014

DRS – Drag Reduction System

CFD Previous main application was in aviation Aviation has no ground effects and no rotating tyres Auto industry saw little relevance – worried only about a little downforce and fuel economy That is now changing

Use of Composite Materials

If it’s good enough to fly in....

Pushing the edge with composites – cost is still an issue (F1 banned lithium beryllium due to cost)

Fuels and Lubricants Compounds for power combined with efficiency 1990s saw drive for “pure and clean” fuel - flow to road cars Lubricants – “how thin can we get away with?” Components have to last longer than ever (new regulations) Major oil companies involved

Motor Sport engineers – “Fast track” training Technologies Many manufacturers use motor sport to train Will spend 3 – 4 years in sport then transfer back to road cars Not just about technology but about “winning time-line driven culture”

Sustainability and motor sport 2014 F1 “Power Unit”

Sustainability and motor sport Technologies 2014 F1 Power Unit Regulations Target – to achieve comparable power output to 2013 ~750 bhp Downsize ICE to 1600cc with rev limit 15,000 rpm Turbo-charge ICE (pressure charging with sole single stage compressor) Use integrated energy recovery system (new terminology for the sport) “ERS” where; ERS = KERS + HERS Now have two sources of energy recovery so two MGU – MGUH and MGUK “Power unit” replaces the traditional “engine”

ERS (Energy recovery system) MGU-H and MGU-K

MGU-H (HERS)

Electric “Turbo Compounding” MGUH like MGUK is bi-directional Used to overcome turbo lag

MGU-K (KERS)

Sustainability and motor sport Technologies F1’s 7 different energy journeys 1) Turbocharger: exhaust energy spins the turbine to spin the compressor and boost the pressure of the inlet charge, improving combustion efficiency. 2) Energy from MGU-K (working as a generator) - recovered from the rear axle under braking - to the battery for storage. 3) Energy to MGU-K (working as a motor) - electrical energy from the battery to the motor to improve car performance. 4) Energy from MGU-H (working as a generator) - recovered as the excess energy from the exhaust stream that would otherwise be wasted - to the battery for storage. 5) Energy to MGU-H (working as a motor) - electrical energy from the battery to the motor to accelerate the turbocharger (and improve driveability). 6) Energy from MGU-H direct to MGU-K - direct compounding of recovered energy from the turbo directly to the rear axle without battery storage. 7) Energy from MGU-K direct to MGU-H - direct compounding of recovered energy from the rear axle directly to the turbocharger without battery storage.

Outcome Producing more power than 2.4 litre V8 of 2013 (using ICE V6 of 1.6 litres) ~ 750 BHP ERS producing 161 BHP for 33.3 seconds per lap 30% more power from every drop of fuel! (Ultimately) must be reliable (5 engines/year)

Lessons for the Industry? Is the technology transferable? YES – has been the case for decades On the safety aspects, could we achieve “Formula Zero?” Cost + Will to Regulate + Consumer “Wants and Needs”

Thank you