Your complete guide to the Autosport International Show

Autosport International 2013 • www.racecar-engineering.com • Special Edition

Exclusive guide
in association with

10 - 13 January 2013, NEC

www.quaife.co.uk

Celebrating the life and

cars of Richard Burns 07/08/2012 11:35AM

• Latest news and information from Europe’s Premier Show

• Floorplan and interactive company listings
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 AUTOSPORT ENGINEERING JAN 10 - 11

EDITOR’S WELCOME

On with the Show

ASI is here again, with a mouth-watering array of
launches and workshops

T
he Autosport International
Show is about to kick off,
and already there is a buzz
of anticipation surrounding the
event. New car launches, new
engine concepts and a host of
workshops held by different
companies around the show
are there to spark the interest.
At Racecar Engineering, we
decided to make the most of the
show’s tribute to rally legend
and 2001 World Champion
Richard Burns, and offer to you
our interview with Prodrive
engineer David Lapworth about
the development of Burns’ Subaru
Impreza, which will be on display.
More of Richard’s cars will be on
show, including his last in the
WRC, the Peugeot 206 WRC.
The MIA is hosting business
and engineering workshops, in
addition to its Low Carbon Racing
Conference, featuring the likes
of Ben Bowlby, Jean-François
Weber of the Green GT Le Mans
programme, and Fabrice Lom,
head of powertrain at the FIA.
In this special supplement,
we have also provided all the
information that you need
to find your way around the
Autosport Engineering Show,
held in association with
Racecar Engineering.
The Racecar Engineering
editorial and advertising teams
will be on hand to discuss the
magazine, and the nominations
for our Technical Excellence
award, a feature that has been
running in the magazine in the
lead up to the show. Each of
the nominations, from motor
racing’s leading engineers, will
be displayed at our stand, E370,
where you’ll find a ballot box
which will be open for votes to
decide which is the best of them,
and which will be nominated
into our ‘Hall of Fame’ this year.
Voting will continue online after
the show, and we will announce
the winner in our March edition.
For 50 lucky voters, we have
arranged a copy of the ‘Who
Works in Motorsport’ book.
If you haven’t yet booked
your tickets, they are now on
sale for the public show. The
Autosport International show is
held at the National Exhibition
Centre, Birmingham, on 12-13
January 2013. Adult tickets cost
£31, with kids tickets priced at
£20 (children under five years
of age go free). Group tickets are
also available. Paddock passes
are available from £41, with VIP
tickets £110.
Paddock passes include
general admission plus: access
to Driver Signing Area where
visitors can get autographs of
famous drivers and motor racing
celebrities, as well as access to
the backstage Paddock Area and
a paddock guide.
VIP tickets include: a free
Caterham Driving Experience,
exclusive access to the VIP
enclosure at the very top of the
Live Action Arena grandstand,
complete with complimentary
champagne and canapés, plus
a dedicated Club Lounge where
VIP Club ticket holders can chill
out, exclusive access to the Coys
Historic Car Auction Enclosure,
complimentary parking at the NEC,
complimentary cloak room, access
to Driver Signing Area, fast-track
entry to the Live Action Arena and
access to the backstage Paddock
Area, plus a paddock guide,
showguide and goodie bag.
For more ticket information
call 0844-581 1420 or visit
www.autosportinternational.com
For Autosport International
stand enquiries, please call +44
(0)20-8267 8300 or visit
www.autosportinternational.com
The Racecar editorial and
advertising team would be
delighted to welcome you to our
stand this year.
EDITOR
Andrew Cotton

CONTENTS
4 News 24 Ole Buhl Racing
DeltaWing makes show debut; show travel and ticket Latest electronic innovation from OBR, and we like it
information; come and see us at our stand
26 Products
8 Subaru Latest products from companies including AP Racing,
David Lapworth discusses Richard Burns’ Subaru Impreza PFC and Gill
14 Company list 30 Low Carbon Racing Conference
Hyperlinks to all the companies exhibiting at the The speakers, the event, the information you need
Autosport Engineering Show on 10-11 January
31 MIA at the show
16 Floor plan Xtrac, Business Excellence Awards nominations
Your map to the Autosport Engineering Show
32 MIA Winning Workshops
20 New cars Professional race engineers share their experience
Car launches at the show, including Sinta, Radical and
Formula 4 33 MIA CEO Chris Aylett
British business is doing well. Talk to the MIA about how
23 Hyabusa it can help you in future
Motor cycle engine developed to plug into a car

Autosport International 2013 • www.racecar-engineering.com 3

 AUTOSPORT ENGINEERING JAN 10 - 11 – SHOW NEWS

Going global
Deltawing makes show debut
The British government
One of the most groundbreaking racecar concepts with a narrow front track and downforce generated organisation UK Trade and
of the generation, the DeltaWing, will be on display by the underside of the wingless car. Investment will again help local
at Autosport International 2013 through Aurora DeltaWing made its race debut in last companies access global trade
Bearings. Originally designed by Ben Bowlby as June’s 24 Hours of Le Mans, running outside opportunities through the UKTI
a potential IndyCar chassis, the project made of official classification through ‘Garage 56’. International Business Exchange
its sportscar debut in 2012 in association with Its first official ‘race’ came at Petit Le Mans, (IBEX) at Autosport Engineering
American motorsport heavyweights RML, Dan finishing fifth, ahead of a full American Le Mans on 10-11 January. The unique
Gurney, Don Panoz and Duncan Dayton. Series campaign in 2013. IBEX creates targeted meetings
Powered by a bespoke four-cylinder 1.6-litre The concept will appear on the Aurora Bearing between UK companies and
Nissan DIG-T engine producing 300bhp, and Company stand, alongside its range of rod end and international visitors, with
weighing just 575kg with fuel and driver, the spherical bearings. Visit their stand (number 8330) key decision makers from
DeltaWing features a unique tapered design, in Hall 8 to see this remarkable machine. motorsport and high-performance
engineering firms to attend.
Already confirmed are Igor
Yermilin, adviser to the president
of Russian Automobile Federation
(RAF), Anastasia Bendikova,
director general of ASPAS, official
consultant and promoter of F1
Grand Prix in Russia, and Vaclav
Trkola, Škoda Motorsport’s head
of bodywork construction.
Micros Racing and Prati-
Donaduzzi from Brazil, ZF Sachs
Race Engineering from Germany
and Finland’s Print Sport Rally
Team will join them, with rallying
companies featured for the first
time. Business development and
chief technology officers from
Data acquisition technology revealed across the globe will also be at
the NEC, and able to provide one-
The latest developments from MoTeC will be far from the first generation Ole Buhl PCM to-one advice.
Australian engine management only electronics supplier with was made available to customers. For the latest updates or
and data acquisition systems new products on show. English It has already undergone to register for IBEX, check out
specialists MoTec will be on company GEMS Performance extensive testing, both in the www.autosport.ukti.gov.uk
show. The firm’s new HD Video Electronic Systems will showcase lab and in real world conditions,
Capture System leads its latest DA2 data logger and and during the 2012 season
its latest range, the lightweight
unit providing superior video
PM3 power switching units at
Autosport Engineering. The
it was used in international
championship winning rally and
Handling
quality, with 1080p at 30
frames per second, and the
successor to GEMS’ first miniature
data-logger, the DA1, the DA2
racing cars with great success.
Its usage looks set to grow too
the heat
capability to record up to five is a full specification system as the FIA has already inspected Versarien will showcase its
hours of footage. the size of a USB stick, capable and homologated the module newest advanced heat transfer
It will be joined by an Accident of logging up to 2GB of data. for use in WTCC and in WRC cars. material as the next generation of
Data Recorder, which can be The PM3 is a CAN-controlled Pay a visit to stand E496 to cooling mechanisms for space-
used as a standalone unit or in power switching unit for use in find out more about what could constrained environments such as
conjunction with other devices, a multiplex power management well be the most innovative engines and electronic systems.
such as GPS, data loggers or system, reducing the complexity product at the show. Developed at the University
ECUs, and MoTec’s new range of and weight of the wiring loom. of Liverpool, VersarienCu is a
colour displays and data loggers. These products can be found groundbreaking, micro-porous
Visit them on stand E170. on stand E346. metallic material that will be
A real highlight will be the up to 10 times more effective
official debut of the PCM2 from at transferring heat energy
Ole Buhl Racing after a prototype than conventional micro-channel
version was shown off at PRI heat sinks of equivalent size.
in December. In 2005, with With its increased surface area,
help from Porsche Motorsport, the new material achieves a
Buhl and his engineers started heat transfer coefficient of
to develop a microprocessor approximately 150-200kW/m2K.
controlled PCM. In the spring of Versarien Ltd
2006, Porsche tested the first Hall 9, Stand E845
samples and later that year the www.versarien.com

www.racecar-engineering.com • Autosport International 2013


Get the winning edge
The Motorsport Industry
Association will host a number
of fascinating workshops and
seminars during the show, which
are well worth attending. The
first of these takes place
the day before Autosport
Engineering opens its doors
on January 9 at the NEC, and it
is not to be missed.
The annual MIA Low Carbon
Conference has become a
crucial part of the show and
the often heated panel debates
are very enlightening.
A world-class lineup of
contributors has already been
confirmed with more to come.
Speakers will include Ben Bowlby,
designer of the DeltaWing,
and Jean-Francois Weber of
Green GT, the hydrogen-electric
racecar which will follow in the
footsteps of the DeltaWing at
Le Mans 2013. Ulrich Baretzky,
head of Audi Sport Race Engine
Development, is always a
highlight, while newcomer
Fabrice Lom, head of Powertrain
at the FIA, will be giving an
important presentation.
In addition to this, Lord
Drayson – former UK science
and innovation minister – and
pioneer behind the 850bhp B12
electric racing car which thrilled
Vero’s new versions
CAD/CAM specialists Vero
Software will showcase the
2013 versions of three of its
newest releases, with upgrades
to its ALPHACAM, EDGECAM
and VISI packages.
For wood, stone and
composite solutions, ALPHACAM
2013 R1 offers reduced
programming time and material
the crowd at Goodwood this
summer, will outline the future
for electric powertrains and the
much debated FIA Formula E.
Tim Woolmer from YASA Motors,
the innovative electric motor
company which was fitted to the
Drayson car, will add his thoughts
on future developments.
Alex Burns, CEO of Williams F1
who led his outstanding
F1-based company to diversify
into energy efficient solutions,
will also be speaking. Burns
also set up a green technology
centre in Qatar and helped
Audi to win Le Mans 2012.
Tony Harper, head of research
at Jaguar, will explain the
technology strategy of the
Automotive Council in the UK
and how it opens up
opportunities for innovative
suppliers from motorsport
companies, while Steve Sapsford,
global markets director of
Ricardo will present, for
discussion, the latest Motorsport
Technology Road Map and
demonstrate how this links into
automotive technology plans and
new business.
The MIA’s School of Race
Engineering will also host a
series of ‘Winning Workshops’ on
Friday 11 January at Autosport
wastage, and improved material
surface finish, part quality and
tool life.
Meanwhile, the updated
EDGECAM system features
a brand new wire EDM
function, providing an
intuitive environment for the
comprehensive programming of
all-wire EDM machine tools.
In association with
International. The half-day
workshops will be led by Jay
Davenport, chief engineer for
GP3 title-winning outfit MW
Arden. A wide range of setup
topics will be covered, giving
attendees an overview of the
key aspects in preparing a car.
Finally, a wide range of
free workshops will be held in
conjunction with the Motorsport
Industry Association at Autosport
Engineering in association with
Racecar Engineering.
Among the seminars, the CRP
Group will showcase its transfer
of motorsport technology to the
automotive and aerospace arenas,
while the Northamptonshire
Enterprise Partnership will outline
commercial opportunities in
the region for engineering
companies.
The MIA itself will also
conduct a number of workshops,
including dedicated seminars on
applying motorsport technology
to arenas such as defence. Other
companies hosting seminars
include MPA Accountants & Tax
Advisors, Prova PR, CDD Design
and Catlin Insurance.
For more information
concerning availability for these
events, visit www.the-mia.com,
or Zoe.Chilton@the-mia.com
The annual update for
the VISI CAD/CAM solution for
mould and die industries features
a host of upgrades, including
improved graphical rendering,
a new tool-building engine and
new toolpath algorithms.
Vero Software
Hall 9, Stand E1161
www.verosoftware.com
Autosport International 2013 • www.racecar-engineering.com
SHOW INFO
Show opening Times
The show is open from
0900–1800 hours daily.
The essential trade days
run in conjunction with
the Engineering show
on 10–11 January 2010.
The international show,
which is open to the general
public, continues through
12–13 January.
Tickets
Tickets are now on sale for
the public show. Adult tickets
cost £31, with children’s
tickets priced at £20 (children
under five years of age
go free). Group tickets are
also available. For more
ticket information call 0844
581 1420 or visit www.
autosportinternational.com.
Travel
Access to the Birmingham
NEC is excellent. Birmingham
International railway station
is part of the same complex
of buildings as the NEC itself,
and is served by fast and
frequent trains from central
London and Oxfordshire.
From the NEC, the centre of
Birmingham is 10 minutes
journey by train but rather
more by road, due to the
heavy traffic in the area.
Another part of the
NEC complex houses the
international airport, which
has scheduled flights
from the US, as well as a
range of European cities.
Road travel is well
catered for too, with easy
and well signposted access
from the M1, M6, M40
and M42 motorways and
there is on-site parking for
21,000 cars.
For more travel information
visit www.autosport-
engineering.com
 AUTOSPORT ENGINEERING JAN 10 - 11 – SHOW NEWS

New gear on show Still going strong

Among its Autosport International
presence, Quaife will launch an
uprated, five-speed sequential
gear kit for the popular Honda
Civic Type R.
Designed as a direct
replacement for the Civic’s
standard, six-speed, H-pattern
unit for use in motorsport,
the QKE8J features a
strengthened outer casing
and five wider gears. Available
with either a straight cut or
helical close-ratio gears, the
kit retains the stock EP3/FN2/
DC5 clutch, diff, driveshafts and
mounts. An LED digital gear
position indicators, and Quaife
ATB differential for standard
driveshafts or uprated shafts are
among the other options available.
Quaife Engineering
Hall 8, Stand 8500
www.quaife.co.uk
Celebrating its 40th anniversary
in 2012, Nicholson McLaren
Engines (NME) continues to
evolve its skillset.
The company was formed
in 1972 by John Nicholson to
maintain the Cosworth DFV
engines used by the McLaren
Formula 1 team, including the
powerplants used by world
champions Emerson Fittipaldi
and James Hunt in 1974 and
1976, and has remained
entrenched in the sport.
Now, they’re helping to keep
some historic Matras on the track,
having remanufactured a set of
ten V12 engines designed by the
French manufacturer, the first
time NME has completed such
a project. Commissioned by a
collector racing the cars, the set
has been developed over the last
three years.
With the first unit having
completed its maiden on-track
test, the engines will be
used in a range of cars in
historic competition in
Europe, America and Australia,
including the Formula 1 Matra
MS120 and the Matra 650
and 670 sportscars.
Nicholson McLaren Engines Ltd
Hall 9, E380
www.nicholsonmclaren.com

GT and more
Having won its 700th grand
prix as a Formula 1 clutch and
brake component supplier in
2012, AP Racing will start 2013
by showcasing its expanded
Radi-CAL range.
Three new calipers for
GT competition have been
developed, the CP6083 designed
for GT and GT3 use with iron
disc brakes, the CP6165 for GT/
LMP applications with carbon or
iron discs, and the carbon brake
disc-optimised CP6169. All
three calipers feature stiffer,
dome-backed titanium pistons
and offer weight savings.
Rally, Formula Nippon,
and Touring Car versions of
the Radi-CAL range have also
been developed.
AP Racing
Hall 7, Stand 7500
www.apracing.com
Visit us and vote
As usual Racecar Engineering is the media partner of the
Engineering show and we will have a stand for you to visit
at E370. This year, however, it will be a little bit different as we
are asking everyone who visits our stand to vote for the greatest
motorsport innovation of all time. A shortlist has been drawn
up by a group of leading engineers including Adrian Newey,
Ross Brawn, Ben Bowlby and Norbert Singer. If you would like to
discuss this, or any other topic, then make a point of dropping by.
Members of the editorial and advertising teams are scheduled to
be in attendance throughout the two days and will be more than
pleased to have a chat or provide a guided tour of the interesting
exhibits on the stand.
We look forward to meeting you there.
Andrew Cotton, Editor

Dee-lightful
DEE-Ltd will launch its new
D-2GR-FE, an upgraded version
of Toyota’s 3.5-litre V8 engine
for aftermarket sales, during
Autosport Engineering.
With a range of options from
an entry level power of 274hp
through to 450hp, the new
engine is the latest addition to
the West Midlands company’s
range, joining 1.6-litre and
2.0-litre I4 DOHC units.
DEE-Ltd manufactures
new crate engines, tuned and
preassembled to a clients’
build standard, and matching
transmissions, with the rights
to sell aftermarket Toyota
powertrain products across
Europe. Update kits for the Lotus
Elise, Evora and Exige are also
planned, with a range of options
for each, including a 500hp
version for racing and track days.
Development Engineering &
Enterprise Ltd
Hall 9, Stand E1071
www.dee-ltd.co.uk

www.racecar-engineering.com • Autosport International 2013

 GET IT AT THE
AUTOSPORT
ENGINEERING SHOW

AU GIN W I
Racecar Engineering

EN HO
TO EE SS
Leading-Edge Motorsport Technology Since 1990

SP RI UE
OR NG
T
2
Volume 23

February 2013 • Vol 23 No 2 • www.racecar-engineering.com • UK £5.50 • US $13.50

GT300
Green giants
Toyota and Honda
in the battle of
Team Steam USA GT300 Hybrids Regressive damping

the hybrids
February 2013

02

9 770961 109098

Team Steam USA Regressive damping Formula 1 2014

America’s bid to recapture Penske’s new damper British company simulates
steam-powered record under the spotlight new hybrid power unit

Cover Feb.indd 1 20/12/2012 14:51

STAND E370
 RALLYING - INTERVIEW

Rally revolt
As the Autosport International Show
celebrates the brilliance of Richard Burns,
Racecar Engineering looks back at an
interview with Prodrive engineer
David Lapworth, first published
in Racecar Engineering, V11N12

BY CHARLES ARMSTRONG-WILSON

Y
ou seem to have
made a great
commitment to
more proactive
rather than passive
systems on the new car.
‘We were told to create a platform
that we can build on for the next
two or three years. This year’s car
is not radically in advance of last
year’s in terms of electronics or
hydraulics, but it has got a lot of
potential. It has all the hardware
on it we think we need for the
next two years.
‘We are now at the stage where
we’ve been through the pain,
we’ve got a hydraulics department,
an electronics department, we’ve
got software engineers – we’ve
got all the basics in place. We are
confident now that we understand
not only how to design those
systems, but how to manage them.
‘Our gearbox is a far more
complicated solution than
everyone else has got and maybe
you could say that it needn’t
have been. Maybe we should
have gone a more simple route
using a mechanical barrel-type
mechanism for the gearshift. But
we’ve learned a hell of a lot about
sophisticated hydraulic control
systems and how to manage them
for rallying. And now we feel that
we can exploit that.’
What gave you most trouble
with these systems?
‘Coping with the realities of
the World Rally Championship
environment. It’s unbelievably
difficult. You go from Monte Carlo
to Sweden to Portugal to Africa,
coping with everything from 35
degrees wet as hell or dusty,
to -20 degrees in Sweden and
everything in between. You drive
absolutely flat out in Africa then
ford a river. Can you imagine what
that does to some of the sensors
and valves on the gearbox?’
How many of these problems
are you solving internally? How
much are you calling on your
suppliers to deal with them?
‘It’s about 50/50. It’s a fairly open
secret that we had a problem

www.racecar-engineering.com • Autosport International 2013


with some of the sensors on
the gearbox this year. Also, we
are identifying faults in some
of these components that the
manufacturers are not aware of,
because we do in 500km what it
might take a road car 500,000km
to do. Solutions to those generally
comes from the manufacturer.’
Are they happy to tackle
the problems?
‘So far we have had very good
co-operation. Generally, the
response has been very positive.’
“On surfaces like gravel and
snow you can get away with
some very simple solutions”
Now you have a car with all
this potential, are you starting
to realise it?
‘Slowly but surely, I don’t want to
create the impression that you
should be looking out for a sudden
quantum leap, because that’s not
what we’re planning. What we
are planning to do is to slowly
but surely increase the level of
sophistication. The basic hardware
is in place to give us two years of
evolution. We’re not talking about
some revolutionary thing where
we’re suddenly going to turn up
with an active suspension car or
something like that. I just think
that with the systems that to
some extent everybody has now
got, we’re just ready to make it
more sophisticated and hopefully
more reliable.’
With the systems you have in
place, do you see the potential
to do things you couldn’t have
done with a conventional car?
‘Yes, they can be much more
adaptable. There’s a law of
diminishing returns on all these
Autosport International 2013 • www.racecar-engineering.com
things and you can have a lot of
sophistication for a very small
benefit. Particularly on surfaces
like gravel and snow you can
get away with some very
simple solutions – they are very
forgiving. The characteristics of
gravel tyres on a gravel surface,
everything is so spread out
compared to the surface on a
circuit. You can get away with
murder. So there are advantages
there to be had.
‘We are quite a long way up
this law of diminishing returns
curve. But the championship is
getting closer and closer, so that
10th of a second per kilometre is
becoming more significant.
‘The other part of it is that
with a system that is more
adaptable you can have less of a
compromise. There is no reason
why the car can’t be perfectly
set up for a hairpin and a sixth
gear flat corner with a bump
in the middle of it. The classic
compromise of a rally car is
soft is grip, stiff gives the
driver confidence and you have
to pick somewhere in the middle.
With diff setups it’s the same
kind of thing. Certain setups
give you more response, a car
that moves easily and changes
direction very well. There are
other things you’d want to do
with the transmission, calm
the car down, make it more
predictable and give the driver a
nice feeling of security.
‘Traditionally, a fast rally would
force you to bias it one way
and a very slow, twisty rally like
Cyprus might push you in another
direction. So say on Cyprus where
it’s slow and twisty, on the few
fast corners you lose a little bit.
You set the car up in Finland to
give the driver confidence in sixth
gear and maybe you lose out on
some of the tight junctions. With
this sort of work, you are trying
to create a car that is perfectly
adaptable and always gives its
best. If it suddenly gets slippery in
the middle of a stage, then
you can cope with it.’
To give their commitment
in a car, drivers need to
have complete confidence in
knowing what the car is going
to do in any circumstances.
Doesn’t the car changing
cause problems for them?
‘That’s why it’s difficult.’
 RALLYING - INTERVIEW
How do you stop the car
sapping the driver’s confidence?
‘Well, that’s what we need to learn
over the next two years. If you
talk to people who have been
involved in running proper active
suspension cars, that is one of the
difficult things – getting a good
understanding of which bits we
need to control and which bits
the drivers need to control, giving
them confidence that they know
how the car is going to react in
different circumstances. It’s not
going to have a mind of its own,
if you like. The software doesn’t
make the wrong decision to the
way the car reacts to a bump in
the middle of a corner. And in a
rally car it is even more difficult
than in an F1 car, because in an
F1 car if you’ve got a particular
bump in a middle of a long corner
on a circuit and a car behaves
strangely the first time you can go
and see what that was and maybe
can dial it out.
But with a rally car, there are
just so many of those situations
and we don’t repeat them at all,
they are all one-offs so it’s all
much more challenging to try
and understand. With F1 cars
they almost programme the car
www.racecar-engineering.com • Autosport International 2013
corner by corner. You can’t do
that with a rally car – it has to be
genuinely active.’
Prodrive is well known
for using sophisticated
transmission systems, so
presumably you have quite a
lot of torque-split options?
‘Yes, there is a fair amount of
flexibility in transmission,’ says
Lapworth bringing that line of
questioning to a diplomatic close.
“If we smell an advantage the
drivers really push for it”
Brakes can also be used for
stability, have you been down
that road at all?
‘Well the two things have to work
together. The problems with 4WD
road cars getting the transmission
and the brakes to interact with
each other is one of those classic
compromises. You can deal with
most of the braking problems
with the transmission perfectly
well but you introduce problems
in another way. On road cars one
of the problems is that you need
to almost deactivate the 4WD
system to keep the differential
control in the background during
braking so that the ABS system
can work in conventional ways.
They can’t cope with a differential
that’s trying to shift torque from
the wheel that’s locked to the
wheel that isn’t locked and the
two systems don’t fit together
very well. So in a 4WD road car
they tend to take the transmission
out of the equation as much
as they can, whereas on a rally
car we are less compromised.
But that’s still an area we need
to work on, although I am sure
eventually we will.’
When trying to use a car like
this, do the drivers have an
understanding of the systems
and how they interplay with
the driving or is it instinctive
based on their experience?
‘I think it’s getting to the stage
where the driver has to drive
instinctively and leave it to
the engineers to sort out the
problems. It’s now that the
relationship between the driver
and, lets summarise all the
software engineers and race
engineers as vehicle dynamists,
is one of the critical things
because the information is there
with all the data logging systems
and all the instrumentation that
we’ve got these days. There’s
a hell of a lot more information
available than we used to have
in the old days.
‘The number of solutions that
we’ve got available to fix the
problem is much greater. The
days of a driver driving down a
road and saying I think I need
a stiffer rear spring or a few
more plates in the rear diff or
whatever, are gone. It tends not
to work that way anymore.
‘Richard, for instance, is a very
good test driver, but his attitude
these days is “this is what the car
does,” and we interpret what’s
happening. It works much better
this way. The good drivers like
Richard have a reasonably good
understanding so that they can
participate in the discussion and
say, “no, no, we are not talking

David Lapworth Engineered Richard Burns in his World Championship year
about transmission here, the
feeling I’ve got is I’m sure its the
rear suspension or whatever”.
But it is no more than that; it is
not I think we should change
the ramp angle of the rear diff
by 5 degrees. We don’t have that
sort of discussion with drivers
any more.’
Do the drivers recognise
what systems are coming
into play at various times,
and their effects?
‘Yes, but often with some of
these things, to understand
how they work is one level of
understanding. To understand
how that actually influences
the vehicle’s handling is another
level again and there aren’t
many drivers that are going to
have the technical background
or the motivation to get to that
level of understanding. So they
take most of it as read. They
trust the engineers to explain
that to them, ‘this is what we
are going to do with this system
and this is what it should do to
the car’. All they need to know
is that is the case, they don’t
need to know why.’
Is there anybody out there in
the industry, whether driver
or technician, who can connect
those two things, drive the
car to a level where they can
experience what is going on
and interpret it?
‘Not many that I can think of. I
think Lasse Lampinen is doing a
fair amount of that at Mitsubishi,
but I’ve never worked with Lasse
so I couldn’t say to what extent.
Clearly he can’t drive at anything
like the level of Tommi Makkinen
in terms of pace on the road – I
don’t know what is off the pace
these days, I guess its a couple of
seconds per km off Tommi – but
I’m sure with his experience he
knows what the car should feel
like, given that slight gap and he
has a good understanding of how
the car works.’
Are computers and technology
reducing crossover to the
point where the driver and
engineer are becoming
separated completely?
‘In a simplified way, I see that
as my role. We are getting
more and more sophisticated
engineering resources, with the
design office and the various
development engineers and the
software engineers, we have
quite a resource there and they
are becoming more and more
specialised in their own areas
and so I see that as very much
part of my role is to try and link it
all together and try to fill in the
gap between the drivers and the
engineers with what I hope is a
reasonable understanding of what
both sides are trying to achieve
and I can lock them together. I’ve
been in the game long enough
and sat with enough drivers and
done a bit of testing myself to
think and to understand.’
You are that multidisciplinarian?
‘Yes, jack of all trades, master
of none. Maybe within this
team that’s my role, to try and
bridge the gap.
‘Without saying too much, my
mission over the next 12 months
is to drive more objectivity into
the development programmes.
We are trying to improve our
modelling or mathematical
understanding of the car. We’ll
never be able to be as precise
and as sensitive as a driver. He
Autosport International 2013 • www.racecar-engineering.com
has to deliver. We can give him
all the equipment but the driver
has to be able to drive it and I
think we are a long way from the
computer being able to say the
driver will be able to make this
go faster.
‘But we can at least make
comparisons between different
scenarios and say how important
how important do we think a
development is likely to be. Give
it a scale so that we can at least
focus our attention and prioritise
our engineering effort in the areas
that will give the best return. And
that is not easy because a lot of
the technology is quite complex
and a lot of the benefits still,
especially with a rally car, are
based on believing you understand
what the driver wants.’
At least doing that, if you
predict some ability of the
car in a certain direction and
the driver isn’t using that,
at least you know where to
ask the questions?
‘Yes, exactly. At least it’s a way
of focusing our attention where
the problems are. And its not
easy, especially when it’s in an
environment that’s so competitive,
because we’re always under
massive pressure to deliver a
performance advantage next
rally or next race. That tends to
compromise the good disciplines
that you would like to have in a
proper engineering background.
‘You’d like to do your
homework first, you’d like to check
it and double check it and really
understand what it is you’ve got.
But if we smell an advantage the
drivers really push for it, I push
for it, everyone goes for it and
very often it’s fair to say a short-
term gain which you hopefully
deliver by doing that actually
becomes in the long term a slight
underachievement because you’ve
introduced it too soon.
‘It’s very easy to look at all
of these things from two sides.
When you’re suffering from
reliability problems everybody
will tell you, “you need to forget
performance and concentrate on
reliability”, but when you’ve got
a car that’s 100 per cent reliable,
but not competitive, everyone
says, “you need to recognise
in modern motorsport that you
need to take a few risks or you’re
never going to win anything”
 RALLYING - INTERVIEW
Rallying is a very different
environment to motor racing
as you said, though there
are things that they are
always trying to pin down in
motor racing like the attitude
of the car, and they’re starting
to try out things like GPS
now. What can you do about
recording that sort of thing?
‘You can do quite a lot. GPS is
quite interesting. It’s not as easy
in a forest as at Silverstone where
you can update your position
every lap. But with conventional
inertial navigation and GPS you
can do quite a good job.
‘We’re not in a position to
do that at the moment, and I
don’t know what anyone else
is doing, but this is a great way
of illustrating the problem that
we’ve been talking about. Its a
project that would probably take
two or three years to be properly
sorted and a real commitment
to resource to achieve it, but
I’ve got to go to New Zealand
in two weeks time and try to
deliver a win. Its a very difficult
position to be in, to turn round
and say “no, we haven’t got that
new gearbox software and we
haven’t got that new engine
management software because
all the software engineers have
been working on the GPS project
that’s two years away”.
‘So those kind of decisions
are the things we are having
to make all the time and it is
very, very difficult to commit to
something longer than half a
season, because that’s as far as
most people on the outside of
the business can see.’
How do you get any
meaningful data out of a rally
car when its got four wheels
spinning at various times on
the stage?
‘You can run ground speed
sensing.’
Is that reliable?
‘Ummmmm – it can be, yes.’
Is it better on Tarmac?
‘It’s much easier on Tarmac, on
gravel and snow its more difficult.
Apart from anything else simple
things like where you’ve got the
sensor can make a big difference.
And you’ve got to tolerate the
variations in ride height, which in
Finland can be up to two metres!
www.racecar-engineering.com • Autosport International 2013
Being serious you don’t have
to take account of those, you
get all the information you need,
but even so if you look at a gravel
car with lets say conservatively
200mm of suspension travel,
the fluctuations are quite
significant. So you fill in the
gaps by estimating.’
With this technology becoming
a factor, do you think there
will come a time when the
basic shell structure and
engine will be a given? That
there is nothing you can
improve on, it’s pretty much a
straightforward bit of kit?
‘No I don’t see that. At the end of
the day it is still predominantly
a mechanical device, I would
imagine things like friction
reduction, centre of gravity
and weight saving will always
be part of it. I can’t see that
changing fundamentally. And
as I’ve said, you’ve got to be
careful on a surface like gravel;
it’s not as easy as you might
think to pinpoint what makes a
gravel car. It is a strange surface
and a lot of it is about what the
driver needs in order to be able to
drive quickly.’
In terms of feedback?
‘Yes, it’s not as much down
to pure performance in the
vehicle as you would think. It
is difficult to do more than
make sure that the basics are
right. The weakness of rallying
on gravel is that you can get
away with murder and the
strength is that you can get
away with almost anything.
‘You can make an
unsophisticated solution work
very well if it gives the driver
confidence and gives him the
basic things that he needs. You
would be amazed at how simple a
solution you can make work very
well on gravel.
‘On the other hand, that
can give you a false sense
of security. It can make you
complacent and stop you getting
a true understanding of how
the vehicle is actually working.
If you take that classic that
diminishing returns curve, then
you can hit 98 per cent very
easily with an unsophisticated
piece of equipment, but
the last 2 per cent needs a
sophisticated understanding.’
So it’s not necessarily a
black art?
‘No, it’s not. But you can achieve
very high levels through black art
solutions. You could just go with a
box of diffs and a box of dampers,
set the thing up and make it work
pretty damn well. Put the right
driver in it, say Tommi Makkinen,
and make it look great.
‘I’ve often been tempted to
say “sod this, lets make a very
simple, very neat, lightweight car.
Make it reliable and see what we
can do with it”. We’ve been very
close to making that decision
several times in the last few
years – dump all this technology
and going for a very simple and
unsophisticated car for the gravel
events. Today it will be a close
call and I’d like to think that in
two years without that last 2 per
cent it just won’t quite be there.’
You are bringing a whole load
of new technology into the
sport. Is anybody else as far
forward as you are?
‘I don’t think there are big
differences between the top
three or four teams. I don’t know
what they’ve got in the pipeline,
what resources they’ve got to
support teams going forward from
here, but if you look at the outline
specification of the top four cars
there aren’t drastic differences.’
Even Mitsubishiís Group A car?
‘Forget the Group A World Rally
Car label, that’s just a spoof.
Underneath the surface the cars
are world rally cars, that’s only a
quirk of homologation processes.
The engines, transmission and
suspension are all basically the
same. Apart from the Mitsubishi
they’ve all got some kind of semi-
automatic gear shift and all got,
including the Mitsubishi, control
of the torque distribution across
both axles and front to rear with
some kind of electronic control.
The Mitsubishi may not be
hydraulic, electronic but it’s got
electronic control and they’ve all
got similar levels of sophistication
in their data logging systems
and their engine management
systems. As it is today I don’t
think that you can put anyone
head and shoulders above the
others. All we are trying to do is
to make sure we are in a position
to anticipate where things are
going in the next couple of years.
What I don’t want to do is make
this sound like a scare mongering
thing – that rallying is going to be
overrun by technology, as I don’t
think that is the case.’
Are you creating a load of
technology that is going to
make the sport too expensive?
‘No, I don’t think it is and there
are various reasons. First of all
it’s extremely difficult in rallying
anyway, so the rate of progress
on these things is very, very
slow. There’s still a case to say
that on snow and gravel its a
bloody waste of time. You’d
be better off sticking to good
old-fashioned straightforward
engineering. So the progress
will be quite slow and if our
vision wasn’t beyond next
year, we would very seriously
consider the route I’ve just
been talking about.’
 7 - 13 JANUARY 2013, UK

THE Returning for a third year in

January 2013, International

INDUSTRY’S Motorsport Business Week is

a selection of special events
in the build-up to Europe’s
NETWORKING largest motorsport show,
Autosport International,

EVENT providing seven days of exciting

networking opportunities.

7-8 Jan Race Tech World Motorsport Symposium Birmingham City University

9 Jan MIA International ‘Low Carbon’ Racing Conference NEC, Birmingham

10 Jan MIA Business Awards Dinner NEC, Birmingham

10-11 Jan UKTI International Business Exchange (IBEX) NEC, Birmingham

11 Jan Motorsport Safety Fund ‘Watkins Lecture’ NEC, Birmingham

10-11 Jan Autosport Engineering NEC, Birmingham

10-13 Jan Autosport International NEC, Birmingham

E: autosport.international@haymarket.com
W: internationalmotorsportbusinessweek.com
 AUTOSPORT ENGINEERING – EXHIBITORS

List of exhibitors and stand numbers

Company & Website Stand No Capit Performance E533 Goodridge E360
3J Driveline Ltd E643 www.capit.it www.goodridge.net
www.3jdriveline.com capricorn E560 Gosnays Engineering Co Ltd E641
A R E Dry Sump Systems E492 www.capricorngroup.net www.gosnays.co.uk
www.drysump.com Cartek E646 Greaves 3D Engineering Ltd E20
Advanced Fuel Systems E481 www.cartekmotorsport.com www.greaves3dengineering.com
www.advancedfuelsystems.com CES Europe Ltd E130 Gripper Differentials Ltd E872
AeroCatch E886 www.ceseuropeltd.co.uk www.davemacprops.com/gripper
www.aerocatch.com CL Brakes E342 GT Racing Camshafts E248
Aerocom Metals Limited E985 www.cl-brakes.com www.gtcamshafts.co.uk
www.aerocommetals.co.uk Co-ordsport E982 GTMA E1110
Air Cleaning Systems E1032 www.coordsport.com www.gtma.co.uk
www.acs-ltd.com DC Electronics E181 HB Bearings E873
Albins Gear E161 www.dcmotorsport.com www.hb-bearings.com
www.albins.com.au Deutsch E440 Helix Autosport E748
Alicona E1120 www.deutsch.net www.helix-autosport.com
www.alicona.com Development Engineering & HK Rapidprototyping E1047
All Metal Services Ltd E572 Enterprise Ltd E1071 www.hkrapidprototyping.co.uk
www.allmetal.co.uk www.dee-ltd.co.uk Holinger E146
Allegheny Technologies Ltd E980 DMS Technologies Varley Red Top E86 www.holinger.com.au
www.atimetals/titanium www.dmstech.co.uk Indestructible Paint E742
AM Group Redback E580 Docking Engineering E760 www.indestructible.co.uk
www.amgroupredback.se www.dockingengineering.com Induction Technology Group Ltd E662
ARP Automotive Racing Products E670 Drenth Motorsport Gearboxes E948 www.itgairfilters.com
www.arp-bolts.com www.drenth-gearboxes.com IS Clarendon E780
Arrow Precision E762 DTA Race Electronics E393 www.clarendoneng.co.uk
www.arrowprecision.com www.dtafast.co.uk Isoclima SpA E842
AT Power Throttles Ltd E490 Dynojet Research E1246 www.isoclima.net
www.atpower.co.uk www.dynojet.co.uk Jacquemin Tuning E386
Aubert & Duval E144 Earls Performance Products Ltd E761 www.jacquemintuning.com
www.aubertduval.com www.earls.co.uk Jenvey Dynamics Ltd E599
Autosport Bearings and Components E441 Eibach E1260 www.jenvey.co.uk
www.autosport-bearings.co.uk www.eibach.de JLS Motorsport E284
Aviaid Drysump Systems E286 Electrox Laser Marking E1046 www.jlsmotorsport.co.uk
www.aviaid.com www.electrox.com JR Motorsports Limited E84
AVL Schrick GmbH E262 Engineering Solutions Ltd E1063 www.jrm-group.com/
www.avl-schrick.com www.overmould.com KA Sensors Ltd E486
BBS Motorsport GmbH E283 EOS GmbH – Electro Optical Systems E942 www.kasensors.co.uk
www.bbs.com www.eos.info Kulite Sensors Ltd E449
Beagle Technology Group E640 ETS Racing Fuels E282 www.kulite.com
www.beagletg.com www.ets-p.com Lane Electronics E986
BMS Engineering E40 Ferodo Racing / Circuit Supplies www.fclane.com
www.bmsengineering.co.uk (UK) Ltd E1290 Laser Lines Ltd E586
www.circuitsupplies.com www.laserlines.co.uk
Bott Ltd E540
www.bottltd.co.uk Ferrea Racing Components E570 Laser Prototypes E1048
www.ferrea.com www.laserproto.com
Braille Brakes E160
www.braillebattery.com Finishing Techniques Ltd E431 Lee Spring Limited E661
www.fintek.co.uk www.leespring.co.uk
Brown & Miller Racing Solutions Ltd E1270
www.bmrs.net Fire Extinguisher Valve Company Ltd E384 Lifeline Fire & Safety Systems Ltd E185
www.f-e-v.co.uk www.lifeline-fire.co.uk
Bruderer UK Ltd E1031
www.bruderer.co.uk Frap Italy - Ball Joints Technologoies E861 Lista (UK) Ltd E1190
www.frap-oem.com www.lista.co.uk
Bruntingthorpe Proving Ground E347
www.bruntingthorpe.com G&S Valves Ltd E680 Luke Motorsport E480
www.gsvalves.co.uk www.wosperformance.co.uk
BTB Exhausts Ltd E1072
www.btbexhausts.co.uk Geartronics Ltd E391 M.E.RIN srl E740
www.geartronics.co.uk www.merin.it
Butser Rubber Ltd E587
www.butserrubber.com GEMS Performance Electronics E346 Magni-Tec E863
www.gems.co.uk www.magni-tec.com
BW Precision Engineering Limited E840
www.bwprecision.co.uk Gill Sensors E433 Maha UK Ltd E1065
www.gillsensors.co.uk www.maha.co.uk

www.racecar-engineering.com • Autosport International 2013

Metalweb E272 RCS Ringpann (UK) Ltd E470 Tilton Engineering E548
www.metalweb.co.uk www.rcscables.com www.tiltonracing.com
MFactory Competition Products E447 REM Surface Engineering E941 Titan Motorsport &
www.teammfactory.com www.remchem.com Automotive Engineering E1087
Miba Coating Group E1030 Richard Grant Mouldings E240 www.titan.uk.net
www.miba.com www.rgmouldings.com Titan Motorsports &
Mini Gears E80 Robert Bosch GmbH E1170 Manley Performance E260
www.minigears.co.uk www.bosch.co.uk www.titanmotorsports.com
Motec Europe Ltd E170 Roemheld UK Ltd E943 Total Seal Piston Rings E772
www.motec.com.au www.roemheld.co.uk www.totalseal.com
Motorsport Trailers 9020 S&D Speciality Metals E741 TPS WeldTech Ltd E642
www.motorsporttrailers.co.uk www.s-d-specialitymetals.co.uk www.tpsweldtech.com
Newman Cams E847 Safetykleen UK E630 Trac Measurement Systems E1010
www.newman-cams.com www.safetykleen.co.uk www.measurement.trac.group.com
Nicholson McLaren Engines Ltd E380 Samsonas Motorsport E870 Trident Racing Supplies E649
www.nicholsonmclaren.com www.samsonas.com www.tridentracing.co.uk
Odlings MCR Ltd E541 SAS Engineering Limited E1062 TRS Motorsport Ltd E647
www.odlingsmcr.co.uk www.sasengineering.co.uk www.trs-motorsport.com
Oerlikon Balzers E1073 SFS Performance E1162 TTI Group Ltd E445
www.oerlikon.com www.sfsperformance.co.uk www.ttigroup.org.uk
Ole Buhl Racing Ltd E496 Simpson Performance Products E832 Universal Marking Systems Ltd E960
www.obr.uk.com www.teamsimpson.com www.ums.co.uk
Optimax Image Inspection Simtech - Rallycell Fuel Cells E1081 VAC Motorsports E860
& Measurement Ltd E398 www.simtech.be www.vacmotorsports.com
www.optimaxonline.com Smiths Metal Centres Ltd E786 Variohm Eurosensor Ltd E180
Optimum G E484 www.smithmetal.com www.variohm.com
www.optimumg.com Souriau E493 Vero Software E1161
Pankl Racing Systems UK Ltd T/A www.souriau.com www.verosoftware.com
Northbridge Motorsport E683 SPA Design E244 Versarien Ltd E845
www.northbridgemotorsport.com www.spa-uk.co.uk www.versarien.com
Penny & Giles E770 SPAL Automotive (UK) Ltd E530 Vibra-Technics Automotive Ltd E1080
www.pennyandgiles.com www.spalautomotive.co.uk www.vibra-technics.co.uk
Performance Friction UK E970 Specialist Components E395 Viraver E385
www.performancefriction.com www.viraver.com
www.specialist-components.co.uk
Performance Racing Industry E581 VP Racing Fuels E472
Specialty Fasteners & Components Ltd E887
www.performanceracing.com www.vpracingfuels.com
www.specialty-fasteners.co.uk
Phoenix Dynamics E532 Walkers – Tekofibra – Tecno2 E444
SS Tube Technology Ltd E880
www.phoenixdynamics.com www.walkers-garage.co.uk
www.sstubetechnology.com
Pistal Racing E961 Wavetrac Differentials E1070
SSAB E946
www.pistalracing.it www.wavetrac.net
www.ssab.com
PMI Europe E684 WDS Component Parts Ltd E1060
St. Cross Electronics E648
www.pmi-europe.nl www.wdsltd.co.uk
www.motorsportcables.com
Power Fin Technologies E730 Westwood Cylinder Liners E862
Stand 21 UK E590
www.powerfin.co.uk www.westwoodcylinderliners.co.uk
www.stand21.fr
Precision Technologies International Willans E499
Super B E471
(PTI) E249 www.willansharness.co.uk
www.super-b.com
www.ptiltd.co.uk Williams Advanced Engineering E280
Supertech E546
Premier Fuel Systems Ltd E1083 www.williamshybridpower.com
www.supertechperformance.com
www.premier-fuel-systems.com 25crmog.com E220
Swedish Motorsport Industry E330
Production Engineering Solutions www.25crmog.com
www.smi.nu
Magazine E920 Xceldyne - PSI E340
Syvecs Ltd/Life Racing Ltd E343
www.pesmag.co.uk www.xceldyne.com
www.syvecs.co.uk
Quentor Ltd E731 Xtrac Ltd E162
Tekdata Interconnections Limited E432
www.quentor.com www.xtrac.com
www.tekdata-interconnect.com
Race Engine Magazine E660 Zeitronix Inc E383
The MPA Group E830
www.highpowermedia.com www.zeitronix.com
www.thempagroup.co.uk
Race Tech E42 Zircotec Ltd E962
The Northamptonshire High Performance
www.racetechmag.com www.zircotec.com
Technologies Network E241
Racecar Engineering E370 ZRP E846
www.investnorthamptonshire.co.uk
www.racecar-engineering.com www.drakos.com.gr
Think Automotive Ltd E270
Raceparts E390
www.thinkauto.com
www.raceparts.co.uk

February 2013 • www.racecar-engineering.com

 AUTOSPORT ENGINEERING – FLOORPLAN

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 RACECAR ENGINEERING - AUTOSPORT PREVIEW 2013

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investment in
equipment and
materials , ensures
clients have access to high
quality prototype models, and
the recent addition of the
largest SLA machine in the UK,
the IPRO 8000 allows LPE to
offer bigger and better and
even greater accuracy and part
definition.
With a huge build capacity of
750 mm x 650mm x 550mm,
LPE offers the widest range of
RP materials geared towards
the autosport industry in
the UK. Bluestone, Nanotool
and Ceramax are ceramic
filled SLA materials offering
exceptional thermal and
moisture resistance. Capable of
withstanding temperatures of
over 200oC they have proven
invaluable for functional testing
of under bonnet components
and in the development of
models for wind tunnel testing
and the production of fluid
handling components where
moisture stability is required.
The new SL7820 black resin
offers considerable cost
and time savings for the
direct production of black
components, eliminating the
need for post-production
painting. A high gloss finish
can also be achieved with
minimal effort thanks to the
excellent surface finish and
detailing produced. With high
impact strength and good
dimensional stability even in
humid conditions this new SLA
material can also be used for
automotive concept modelling
and rapid manufacturing of
low volume non load bearing
components.
Working closely with many key
companies in the autosport
industry, LPE offer a one stop
shop for all your prototyping
and low volume production
requirements. To find out
more on the range of services
available or a quotation, visit
www.laserproto.com or by
email sales@laserproto.com or
call our technical sales team on
028 9096 0680.
LPE – Providing Solutions
KA Sensors, specialise in the
design and manufacture of high
performance sensors and
instrumentation systems used
in the demanding world of
motorsport and automotive
development.
We have more than 30 years
of application experience in
a hugely diverse range of
industries. We understand
the requirements of your
applications and will assist in
selecting the best and most
effective solution for your
needs.
We offer a large range of high
quality products available off
the shelf. Also to complement
our standard product range we
offer a custom design service
where we can work with you to
supply a single component or
complete system designed to
match your exact requirements.
Several new and upgraded
sensor systems are launching
during the Autosport
International 2013 Exhibition.
These include:
Model RHL3, Laser Ride
Height Sensors. Measurement
ranges of 200mm and
500mm and a high operating
temperature of 110degC. A
replaceable lens is also featured,
enabling damage from debris to
be fix track side. This is a major
step forward in the technology
and is already being used in
several top level race teams.
Model KP series, Linear
Position Sensors.
Measurement ranges between
12mm and 300mm. With an
expanded range of options
including dual outputs for
redundancy, quad wiper arms
for protection against heavy
vibration, triple seals against
moisture ingress. We also offer
compact size sensors for tight
installations, spring return
shafts, flange mountings and
more.
Other enhanced product
ranges include: Sensors
to measure Pressure, Force,
Temperature, Acceleration,
Position, Torque, Speed, Wiring
and Electronics.
We have technical partners
and distributors situated in
the key motorsport countries
around the world, who not only
supply the full range of products
from KA Sensors but also offer
complimentary products and
services.

CONTACT INFORMATION CONTACT INFORMATION

LASER PROTOTYPES EUROPE LTD. TELEPHONE KA SENSORS LTD TELEPHONE
Unit 2a Balmoral Link +44 (0)28 9096 0680 Unit 14A, The Old Malthouse +44 (0)1476 568057
Belfast Springfield Road
BT12 6QB Grantham
WEB WEB
NG31 7BG
www.laserproto.com www.kasensors.co.uk
UK

26 www.racecar-engineering.com • Autosport International 2013

 RACECAR ENGINEERING - AUTOSPORT PREVIEW 2013
Ryan Motorsport Insurance
Ryan Motorsport Insurance
provides a comprehensive
solution for all your motorsport
insurance needs Our products
include – Cover for any race cars
whilst competing at any events
worldwide, Personal Accident
for drivers and teams, track
day cover, team commercial
insurance, liability coverage for
events & venues, storage and
transit insurance for vehicles,
tools and equipment.
Our On Track insurance product
can be provided for all levels of
competition including - Single
Seaters, GT, Sportscar,
Hatchbacks, saloons, sprints,
hillclimbs and track days.
Cover is based on the sum
insured and excess figures to
suit you and/or your driver. The
most cost effective quotation
that we can provide would be to
cover your complete season of
races and test days with a built
in discount. We can also insure
individual events if required.
With over 15 years of
experience within the
motorsport insurance business
and having competed in
various race championships,
Managing Director Ryan Mone
has an extensive knowledge
CONTACT INFORMATION
RYAN MOTORSPORT INSURANCE
9 St. Clare Street
London
EC3N 1LQ
and understanding of the
insurance requirements for
individuals, companies and
teams alike. With the assistance
of a dedicated team of staff we
endeavour to provide you with
the highest possible levels of
service and advice, combined
with competitive premiums.
Ryan Motorsport Insurance
strive to have claims paid to
clients within a week of
the full required claim
information being received, as
we know how important it is to
have the car’s repairs paid for
and to be back on circuit for the
next event.
The easiest way to obtain a
quotation for 2013 is to log on
to the website – www.ryanmi.
com – and complete the online
request form for your particular
enquiry. Alternatively call
+44 (0)1799 524202 to
discuss your requirements, or
email info@ryanmi.com
Ryan Motorsport Insurance
Limited is an appointed
representative of Independent
Broking Solutions Limited who
are authorised and regulated
by the Financial Services
Authority, registration number
312026
TELEPHONE
+44 (0)1799 524202
WEB
www.ryanmi.com
EMAIL
info@ryanmi.com
Peterson Fluid Systems
Peterson Fluid Systems is the
choice of champions for wet
and dry sump oiling systems.
We offer a complete system
from our class leading oil pumps
to our championship winning
oil tanks, oil & fuel filters, and
accessory drives. Our products
have been proven in NASCAR,
NHRA, IHRA, Australian Super
Car Series, IRL, WOO, USAC,
and many other types of racing
worldwide. We don’t stop there!
We are constantly refining and
evolving our product based of
real world racing experiences
and suggestions from you, the
racer. We also offer custom
setups and have done oiling
systems for off-road systems,
airplanes and even a sewage
treatment plant. Call us today to
see how we can help you with
your project!
Petersons R4 oil pump is
the most advanced oil pump
design on the market today. It
features a revolutionary 4 lobe
twisted rotor design in both the
scavenge and pressure bodies.
Available in 1-6 stages.
CONTACT INFORMATION
PETERSON FLUID SYSTEMS
9801 Havana St
Henderson,
CO 80640
USA
www.racecar-engineering.com • Autosport International 2013
Oil Tanks
Peterson dry sump oil tanks
feature years of research in
design to provide the best tank
on the market. Oil tanks are
more than just a reservoir, when
designed right they are an
integral part of the oil system
and can allow the air to be
removed from the oil while also
keeping the oil in the tank. This
will lead to better lubrication
and virtually no mess on the
outside. We have a wide
range of speciality tanks that
are designed specifically for
that style of racing, as well as,
standard tanks in several sizes.
We also can help you design a
custom tank for your specific
application.
TELEPHONE
(800) 926-7867
WEB
www.petersonfluidsys.com
 NEW CARS
The best of
the new breed
Launches are always a highlight of AIS, but this year looks set
to be the most exciting lineup ever. Here’s a sneak peak…
E
very year the
Autosport
International Show,
which runs alongside
the Autosport
Engineering Show, plays host
to a number of new car launches,
with many British and European
firms using the event to show
off their new machinery to a
large audience. The 2013 show
will be no different. While a full
list of launches was not available
as we closed for press, some had
already been announced and it
looks like one of the best shows
ever in this respect…
bRDC F4
The first launch is a car that
has already sparked some
controversy in the motorpsort
engineering industry. MotorSport
Vision announced its new junior
single-seater series for launch
in 2013 in September, but the
new car – the MSV F4-013 –
will be seen for the first time
at the show when MSV chief
executive Jonathan Palmer
unveils it on stand 2720, next to
the entrance to Hall 20.
The new championship,
named Formula 4, has – according
to the literature – been created
www.racecar-engineering.com • Autosport International 2013
by SAM COLLINS
to provide a ‘much-needed’
modern low-cost series aimed
at those starting single-seater
racing and a stepping stone to
higher formulae. The British
Racing Drivers’ Club (BRDC) will
partner MSV in the development
and support of the series,
which will be titled the BRDC
Formula 4 Championship.
All the cars will be identical
and built by the RFR company
now headed by Ralph Firman,
who founded and ran the
“Costs can be lower if drivers look
after the cars themselves”
legendary Van Diemen operation.
The chassis is designed
to embrace contemporary
technology to provide optimum
safety and affordability, and will
feature an advanced spaceframe
construction embodying the
latest FIA Article 277 safety
standards. The MSV F4 cars will
feature front and rear wings
and run on 8” front and 10” rear
wheels, with slick and wet tyres
supplied by Yokohama.
The car will be fitted
with a 2-litre Ford Duratec
engine supplied by Cosworth
and developed to produce
175bhp using a Cosworth
engine management system.
The gearbox will be more
sophisticated than any previous
car at this level, being a six-
speed Sadev transmission
incorporating paddle shift.
Cosworth will also supply the
gearbox control system.
Teams have been encouraged
to purchase and run the
newly-built BRDC Formula 4
cars alongside private family-
run entries in a bid to create
a healthy and competitive
paddock. Teams wishing to join
the championship will be limited
to running a maximum of four
cars. The cost of participation is
expected to range from £35,000
for a private entrant to £70,000
for a professional team.
‘It is clear that British
motorsport needs a new single-
seater championship that really
The MSV F4-013 will be fitted with a 2-litre Ford Duratec, and
will feature a six-speed paddle-shift Sadev transmission
attracts the young talent of today
to produce large competitive
grids of drivers aiming for F1,’
explained Jonathan Palmer. ‘At
MSV we have used all of our
considerable experience and
judgment to launch what I think
is a compelling package which I
believe will re-energise this sector
of motor racing. I am very excited
about the prospects for the
BRDC Formula 4 Championship
and am delighted that our vision
has been shared by the BRDC,
whose president Derek Warwick
has already demonstrated
tremendous enthusiasm and
interest in the detail operation of
the championship.
‘We are in an era of relative
austerity, which looks like
continuing for some years, and
it is essential we provide young
single-seater drivers with an
affordable path to learn and
prove themselves. With F4 we
have focused on four key areas:
providing the lowest season
running costs, the lowest car
purchase price, the highest
levels of car equality and highest
safety standards.’
However many have argued
that the junior single-seater
market in the UK is already

saturated by spec series and
the last thing needed is another
category. However Palmer is
expected to address these
concerns at the car’s launch.
The response from teams has
been strong, with all 24 cars
sold already to a mix of private
entrants and established teams
like Comtec and Carlin.
‘We want to enable
both privateers to run cars
competitively and welcome
teams too,’ says Palmer. ‘At this
level costs can be lower if drivers
look after cars themselves, with
family and friends, though we
are also keen for teams, existing
and new, to run cars and provide
valuable support to drivers.
However, much controversy
surrounds the scope these teams
will have to adjust the cars with
the only setup parameters being
ride height, camber and caster
(within a specified limit), front
and rear anti roll bars, a choice
of three spring stiffnesses and
wing angle, leaving many young
engineers disappointed that they
cannot hone their skills within
such limited scope. There will
almost certainly be much debate
about this at the show.
Radical RXc
Over the past decade one of the
few success stories of the British
racecar manufacturing industry
has been Peterborough-based
Radical Sportscars. It has built
over a 1,000 cars since it was
founded in 1997 all of which
have been open-top sports racing
cars. But that is about to change,
the show will see the debut
of the first Radical with a roof,
dubbed the RXC. It is more than
just a racecar – it is road legal!
Radical’s engineering team
set out three-and-a-half years
ago in an attempt to design
“It’s a GT car that will outperform
those costing many times more”
and develop the world’s most
extreme road-legal coupe.
The RXC is a completely clean-
sheet design for Radical with
only a handful of components
carried over from its present
range. Everything from the
chassis and suspension design
to the new V6 engine and seven-
speed gearbox configuration
has been developed specifically
The RXC is a completely clean-sheet design for Radical,
using only a handful of components from its present range
for the RXC under the guidance
of Radical’s MD Phil Abbott and
chief designer Nick Walford.
‘It’s the car we’ve always
wanted to make,’ enthused
Abbott. ‘By applying our
extensive knowledge and
understanding we have produced
a GT car that – just like our
other products – will outperform
machinery costing many times
more. But more important than
that it’s going to be incredibly
thrilling to drive.’
The RXC has undergone
significant aerodynamic
development and generates
more than 900kg of downforce
at speed. Cooling for the
engine and braking systems
is directed though vents in
the nose and sidepods while
a GT3-specification rear wing
is adjustable to suit different
circuit configurations. The
cockpit is easily accessed by the
gullwing doors, part of the most
complex body that Radical has
Autosport International 2013 • www.racecar-engineering.com
ever produced and incorporating
both composite and carbon fibre
sections. As Radicals tend to be
driven by amateur racers, the
bodywork has been designed
with them in mind – being
multi-piece allows it to be cost-
effectively repaired or replaced.
The bodywork clothes a
high-tensile, laser-cut CDS
tubular steel spaceframe,
developed in the same way
as Radical’s FIA-approved SR
series chassis. The integral
rollcage ensures maximum
occupant safety and vehicle
stiffness, with both the nose
and tail of the car boasting crash
boxes. To prove the strength
and very high level of safety
the chassis will be submitted
the same comprehensive FIA
crash test that Le Mans cars
are subjected to.
The new Radical with a roof is
powered by the 3.7-litre 24-valve
V6 unit Ford Duratec 37 Ti-VCT
engine tuned by RPE, the firm’s
in-house engine division. Engine
management comes from AER. It
has twin-independent variable
cam timing and sequential
multi-port electronic injection.
A fly-by-wire throttle ensures
 NEW CARS
The Sin 01 will be powered by a 6.2-litre V8 Chevrolet
engine, producing approximately 500hp
immediate power and response
and the car will meet full Euro 5
emissions compliance for markets
across the world. Despite their
racing specification the engine
and gearbox service intervals are
up to 10,000km. For territories
and championships that allow it,
Radical will also offer a 3-litre
480bhp variant of its RP-series
V8 engine as used in TC2000.
Both engine options drive the
rear wheels through an all-new
bespoke RPE/Quaife seven-
speed transverse gearbox that
is low in weight and ensures the
overall weight balance remains
very close to that of an SR3.
Featuring paddleshift and an
integral Quaife Automatic Torque
Biasing differential, gear ratios
are quickly and easily changed
from the side of the gearbox like
current F1 design practice. The
in-house developed paddleshift
system allows full-bore,
50ms seamless upshifts and
automatically blips the throttle
for clutchless downshifts without
the need to heel-and-toe.
For the first time on a Radical,
the RXC features a bespoke
Intrax Racing Suspension inboard
push-rod suspension system with
double wishbones all round to
reduce unsprung mass and further
improve Radical’s class-leading
ride quality and handling. Four-
way adjustment is available as
an option on the RXC-optimised
dampers, with all cars benefitting
from GT3-style camber and
suspension geometry adjustment.
330mm front and 310mm rear
fully-floating disc brakes with six-
pot calipers take care of braking.
Carbon ceramic discs and calipers
www.racecar-engineering.com • Autosport International 2013
are available as an option. The
brakes sit inside 17” centre-lock
wheels front and rear – the
biggest ever fitted to a Radical
production car.
The AiM MXL2 LCD
multifunction dashboard provides
driver information. The optional
datalogging system adds a
comprehensive portfolio of
configurable inputs, from brake
pressure and temperature logging
to G forces and suspension travel.
AiM’s SmartyCam system can
also be added to the system to
provide video with a realtime
overlay of data, ideal for lap time
improvement or corporate use.
The interior of the RXC
features a multi-function
fully adjustable steering wheel,
EPAS power steering, electrically
adjustable and heated wing
mirrors, air conditioning, heated
windscreen with single wiper
and an adjustable pedal box.
Occupants sit in bespoke
“The 2012 Autosport International
show was where Sin 01 started”
Corbeau FIA-compliant trimmed
bucket seats with six-point
racing harnesses.
The RXC is almost certain
to prove popular with North
American track day specialists
and will go toe to toe with cars
like the Riley MkXXII.
SIN 01
It’s not every day that a new
constructor is launched, this year’s
show features the first look at a
new Anglo-German venture.
A year after the seeds of
the project were planted at
Birmingham’s NEC, Autosport
International 2013 will host
the launch of the brand-new
Sin 01 sportscar. Designed
to offer a similar level of
performance to a GT sportscar,
the vehicle is a joint venture
between British company
Pro Formance Metals and the
newly-formed SIN Car GmbH,
based in Germany. An example
of Autosport International’s
networking power, the two
parties first met during the 2012
show and formally commenced
work on the project in June.
With the car set to weigh
approximately 1200kg, the
Sin 01’s space-frame chassis
will be constructed utilising
aerospace-quality metals. The
Sin 01 will be powered by a
6.2-litre, Chevrolet V8 engine,
producing around 500hp, coupled
with a Porsche gearbox.
Beyond motorsport, a street-
legal version of the Sin 01 is
also set to be developed.
Even though they were
only formed in 2010, Daventry-
based Pro Formance Metals
draws on over 20 years of
experience in the material
industry and currently supplies
metals and plastic to all
levels of motorsport, including
Formula 1. ‘I’ve been going
to Autosport International
for the last 20 years as a
metals distributor, and the
2012 show was where the
Sin 01 project started,’ said
Pro Formance Metals managing
director Phil Matts. ‘Now,
less than a year on, we’re
getting ready to launch it
at Autosport International
2013, which is the industry’s
biggest platform.
‘Construction is advanced
on the first car in Germany and
we’re excited about presenting
the project to the motorsport
community in January.’
Pro Formance Metals will
be based at Hall 7, Stand 7540
throughout the four days of
Autosport International.
 AUTOSPORT ENGINEERING – HAYABUSA ENGINE
Onwards and upwards
Two turbocharged Suzuki engines for hill-climb sprinting will be showing at AIS
T
he Mussett Technology
Group will attend the
Autosport International
Show with not one, but
two examples of its 1.5-litre
turbocharged Suzuki Hayabusa
engine that has been adapted
to run in a standard chassis,
and is targeted at the hill-
climbing fraternity.
Engineers at the firm are
working over the Christmas break
to ensure that two engines will
be ready, one on the Quaife stand
and the other will be featured on
the stand of DC Electronics.
The MR1500T is derived from
a high-performance motorcycle
engine, and has been re-designed
by the firm’s engineers to allow
the main casing structures to
be load-bearing. The semi-
stressed engine is the result of
months of design work and will
be launched in conjunction with
Geoff Page Racing.
LOAD BEARING
The MR1500T has a new
crankcase and sump which is
CNC-machined from aircraft
specification billet aluminum,
allowing the chassis loads
to be transmitted through
the engine block and reducing
the requirement for extra
structural support.
The stressed bottom end of
the engine allows for the use
of a 5.5” multi-plate racing
clutch and standard-type bell
housing, which can support the
extra weight of a car. The engine
will employ a four-stage pump
dry sump lubrication system to
maximise oil flow and eliminate
the problem of oil starvation
during cornering.
Peter Elleray, designer of the
2003 Le Mans-winning Bentley
Speed 8, was carrying out
some consultancy work for the
company when they broached the
idea of him helping them with
the adaptation to the engine, a
task that he readily agreed to.
‘Geoff had been doing high-
end Suzuki engines, and with
Peter’s ability, we could produce
a lightweight, high output small
capacity engine,’ says Graham
Muff from Mussett Engineering.
The performance figures are
expected to be 500bhp, 1.7 bar
of boost and 380lbs/ft of torque.
The unit is aimed at the hillclimb
sprint market, and eventually
anyone running anything up to a
Formula 3 chassis.
GAp IN thE mARkEt
Managing director Gordon
Mussett said: ‘This is an
exciting new project for us. We
have decades of motorsport
experience and we firmly believe
that our MR1500T engine
fills a gap in the market for
race car manufacturers, track
day companies and private
Although highly modified from the original Suzuki, the MR1500T retains enthusiasts who are currently
the performance and reliability of the original engine top end design using motorcycle engine cars for
fast road, race, and sprint and
hillclimb use.
‘All of the CNC machining is
done in house at our factory.
The carbon fibre components
including the intake plenum will
also be manufactured at our
dedicated composites facility,
Mussett Composites.’
The MR1500T engine
uses highly modified Suzuki
Hayabusa head and cylinders,
retaining the performance
and reliability of the original
engine top end design meaning
that the MR1500T stressed
crankcase design will allow
customers to upgrade without
starting from scratch with a
completely new engine.
The MR1500T will be
1500cc capacity with a
turbocharger installed and
will use a specially-designed
crankshaft. Future plans for
the engine include installation
in road and track cars as
well as a long held intention
The turbocharged engine features a new crankcase and sump which is for use in a F1 Catamaran-
CNC-machined from aircraft specification billet aluminum type powerboat.
Autosport International 2013 • www.racecar-engineering.com
 AUTOSPORT ENGINEERING – INNOVATION

Hooray for Ole?

Ole Buhl Racing are well-respected in the industry for powering
championship-winning cars – and their new PCM is a strong
contender for this year’s Racecar award for innovation

T
he Graham Jones
Award is presented for
the most innovative
product on display at
the Autosport Engineering Show.
During his time as Editor of
Racecar Engineering, one of the
tasks that Graham Jones most
looked forward to was picking
the most innovative product
on display in the Autosport
Engineering Show. Every year
Graham, who passed away in
September 2011, took great pride
in presenting the winner with
the award, after often lively and
spirited debate. As a tribute to
our respected former Editor, the
Racecar staff are proud to present
the award in his name.
Among the leading candidates
for the 2013 show is Ole Buhl
Racing (OBR), with its new
power control module. The
PCM2 will be formally launched
at the show after a prototype
version was shown off at PRI
in December. ‘We were among
the first to explore the market
for computer-controlled battery
power junction boxes,’ says Ole
Buhl. ‘Most electrical installations
in competition cars used complex
and expensive junction boxes
which included old-fashioned
relays and circuit breakers. These
boxes were often large, heavy
and did not offer any form of
intelligence in functions.
‘As is our company policy, we
were looking for possibilities
to improve the electrical
installations. Our aim was
to reduce the complexity of
the wiring harness, simplify
installation, save weight and
to add logic into the battery
voltage distribution in the car.
How wonderful would it be if we
quickly could redefine outputs
and how they were switched
without having to rewire a
complex relay box?’
In 2005, with help from
Porsche Motorsport, Buhl and his
engineers started to develop a
microprocessor-controlled PCM. In
spring 2006, Porsche tested the
first samples, and later that year
the first generation Ole Buhl PCM
was made available to customers.
‘Initially customers were a
bit apprehensive of the new
technology, but the reliability of
the PCM has been astonishingly
good,’ says Buhl. ‘Porsche
Motorsport’s RS Spyder’s went on
to win the ALMS championships
in 2007 and 2008 with our PCM
and today many of the world’s
top rally and racing cars are
equipped with it.’
Over the years the PCM was
gradually updated and improved,
but Buhl knew that in order to
incorporate all the ideas and
suggestions from his staff and
customers he would have to
develop an all-new module.
Today OBR has the capability
to conduct electronic hardware
design and PCB layout in-house
as well as software development.
This advance of the company
made it possible to develop
a brand new line of products,
among them the new PCM.
‘As PCM was the market
leader of the first generation
power boxes, we have seriously
moved the goalposts with the
PCM2,’ enthuses Buhl. ‘It takes
the whole Power Control Module
concept much further than
existing modules currently on the
market. Based on our experience
and the success of the first

“Initially customers were a bit apprehensive of the new technology,

but the reliability of the PCM has been astonishingly good”
www.racecar-engineering.com • Autosport International 2013
 generation module, it offers a
very powerful, highly flexible and
technically advanced module.
We think it is a huge step ahead
of the old model, in technology,
features and its very high
current-handling ability.’
The PCM2 is capable of
working with cutting-edge
motorsport electronics including
CAN networks. Something that’s a
crucial part of its design, as Buhl
explains: ‘We have extended the
PCM2’s capability to import up to
64 data channels and export up
to 64 data channels, using up to
four available CAN ports,’ he says.
‘We have gone a long way to make
the CAN data channels completely
free for the user to configure;
there are no limitations to the
CAN addresses used or how to
configure the protocol. This makes
it easy to integrate the PCM2
with almost any product found on
the market. It will of course also
handle CAN routing, allowing data
from one CAN bus to be exported
on another CAN bus.’
The new module couples
easily with the popular OBR
membrane switch panel which
l 8 al
have up to 20 switches, each
having two LED warning lights,
and when used with PCM2,
each switch can have up to
eight stages defined.
It has already undergone
extensive testing, both in the
lab and in real-world conditions,
and during the 2012 season
it was used in international
championship winning rally and
racing cars with great success. Its
usage looks set to grow too as
the FIA has already inspected and
homologated the module for use
in WTCC and in WRC cars.
You can discuss the full
capabilities of the OBR PCM2
with the engineers behind it
at the Autosport Engineering
Show, where it will be on display
in Hall 9, stand E496.
If you’d like to nominate
another product that will be
on display at the Autosport
Engineering show, please contact
Racecar Engineering via our
website or visit our stand at
the show in Hall 9, stand E370.
The winner of the award will
be announced on the Friday
afternoon of the show.
Key design features
• PCM2 features 48 power outputs.
All power outputs are handled by intelligent high-side
switches with self-recovery features, and are suitable for
use with motors and resistive as well as inductive loads.
Several outputs can handle currents in excess of 150A.
• PCM2 also has six outputs capable of PWM control features.
PWM (Pulse Width Modulation) provides a square-edge
output signal. By varying the duty cycle for the PWM
signal, the resulting voltage level can be adjusted. In
addition, it is also possible to use a PWM output with
a fixed-duty cycle and a varying frequency. PCM2 can
handle 0-100 per cent duty cycle values and frequencies
up to 25,000 Hz.
• To increase the flexibility of PCM2 it has a total of
30 analogue and digital sensor inputs.
• Instead of using predefined logic conditions, PCM2
is using a multitasking operating system with event-
based logic definitions.
Using events is a very strong tool for creating sophisticated
control functions and there are – almost – no limitations
to the capabilities.
• The PC tool used to configure PCM2 is logically laid out
and is straightforward to use. A graphic tool is included
which makes calibration and verification of the PCM2
configuration effortless.
• The PCM2 enclosure is CNC-machined and anodised,
is fitted with Autosport connectors and is designed for
use in the harsh environment of a modern racing car.

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MODENA & MOTORSPORT EXPOTECH 2013

29 January - 1 February 2013 Modena, Italy

LOOKING FOR AN INTRODUCTION TO THE

HIGH PERFORMANCE ENGINEERING MARKET IN ITALY ?
This is the package for you!
Introductions, tours and exclusive access to key decision-makers.
Package includes accommodation, local transport
and access to the Show

Bookings - visit www.the-mia.com or contact Helen Jones

on +44 (0)2476 692 600, email helen.jones@the-mia.com
 AUTOSPORT ENGINEERING JAN 10 - 11 – NEW PRODUCTS
hARdwARE
Mittler Bros pull down
Pull down rigs are a vital tool
in the Oval racer’s armoury, but
they tend to be out of financial
reach for many teams. US-based
Mittler Brothers is marketing a
new rig, with pricing that starts
at $64,000 (£39,316).
A pull down rig does
exactly what its says on the
tin, simulating the effect of
downforce on a chassis. This
allows engineers to fine-tune
bump stop ratings or coil binding
www.racecar-engineering.com • Autosport International 2012
as well as investigate other
factors such as bump steer and
camber changes. The Mittler
rig is sold as a complete setup,
including scales, a tilting table
and even a laptop ready loaded
with data acquisition software.
The results from this software
can be transferred directly to
either Excel or the industry
standard Pi Toolbox.
Check out www.mittlerbros.
com for more details.
flUIdS
Viper Performance
catch tanks
Fluid transfer specialists Viper
Performance’s new aluminium
universal breather tanks combine
a catch can and a breather outlet
all in one. The 550ml tanks
feature a 1/8” NPT thread at the
bottom connected to a drainage
valve, which can easily be
removed to use the NPT thread
as a return, or remote drain. The
lIfTERS
Crower EnduraMax lifters
Pushrod V8 engines will
invariably feature roller lifters
unless regulations specify
the use of flat tappets. Roller
lifters provide an excellent, low
friction interface between the
camshaft lobes and pushrods.
However, they do have their
weak points, notably the roller
bearing. These rollers almost
universally feature a needle
bearing which, while providing
very low rolling resistance,
are susceptible to damage.
If a fault develops with the
bearing, there is tendency
for it to disintegrate, shedding
top of the tank has a single -12
ORB female port. A third port on
the side of the tank serves as a
connection to the breather filter
of your choice. Available in mirror
polished finish, or black, the
breather tanks can be obtained
directly from the Viper website.
Viper Performance
Hall 8, stand 8305
www.viper-performance.com
metal throughout the engine,
leading to a catastrophic failure.
To combat this, US-based
engine component manufacturer
Crower has developed its new
EnduraMax lifter range. Following
two years of development,
these lifters see the needle
bearings replaced with a solid
bushing. The material used
for the bushing is proprietary
to Crower and eliminates the
problems associated with needle
bearings while still providing a
low friction interface.
Check out www.crower.com
for more details.
 bRAkING TUbING

PFC developments SSAB Steel

The end of 2012 saw US
brake manufacturer PFC release
two new products to market.
The first is its new ‘V3’ disc
retention system, designed
to replace standard disc/bell
attachments. Instead of bolts
or top hats to secure a floating
disc, the disc and bell are held
together by a retention ring,
very similar in appearance
to a piston ring. This allows
completely tool-less changing of
discs in addition to providing a
saving in unsprung weight.
The company has also
released a new range of pad
compounds, intended to allow
racers to accurately tailor their
BRAKES
pad selection according to track
conditions. The compounds
are called simply 11, 12 and
13. 11 is a medium friction
material, designed to give good
pedal feel with smooth release
characteristics to eliminate
locking at the end of braking
events. 12 provides similar
performance but with greater
durability and is intended for
endurance racing. 13 is a very
high friction material intended
for high grip tracks where
greater braking force can be
deployed.
PFC
Hall 9, stand E970
www.pfcbrakes.com
Swedish steel manufacturer
SSAB has recently entered the
motorsport market with its
DOCOL range of steel tubing.
The material has been specifically
developed for the automotive
industry, and the company’s
DOCOL tubing is designed as
a replacement for traditional
4130 chrome molybdenum
steels. The key benefit the new
tubing brings is a reduction in
brittleness at welded joints, the
inherent weak points in many
bRAkING
welded safety structures. This
performance is due to the high
purity of the steel used and
exceptionally low carbon content.
The material has recently been
certified by the SFI for use in SFI
25.X specification roll cages for
full bodied drag cars, and SSAB
is working on gaining additional
certifications. The tubing is
available in most common sizes.
SSAB
Hall 9, stand E946
www.docol.com

New AP Racing products

SENSORS Brake and clutch manufacturer monobloc caliper designed to
AP Racing recently releasing operate with 300-355x34mm
Gill Blade20 several new components. Aimed
at the rally market, the CP5540
ventilated iron brake discs.
The second new development
Motorsport sensor specialists is a lightweight double-ended, is the CP6382, a 6 piston billet
Gill Sensors recently released or tandem, master cylinder with caliper designed for the Formula
their Blade20 rotary position two separate hydraulic chambers, Nippon series. This 202x35mm
sensor in response to which can be employed for either centred radial mounted caliper has
customer demand for ever front and rear brake circuits, or a been designed to operate with a
smaller, faster and higher handbrake and differential release 280mmx28 or 31mm iron brake
resolution sensors. assembly. It has a high-efficiency disc. This caliper is available with
The new sensor features the push-type design, mounted nickel plating, to reducing the
company’s patented induction via spherical bearings, and the absorption of radiant heat, or an
technology, introduced over a handbrake version is available anodised body surface treatment,
decade ago and continually evolved to with an additional spring to while stainless steel pistons and
meet new requirements. In this latest application delay pressurisation, allowing wear plates are fitted as standard.
the core electronics are 40 per cent smaller than differential release before The final iteration, the
the previous generation while still offering 12-bit handbrake application. CP6287, is designed for Touring
resolution capable of up to 15KHz update rates. AP’s Radi-CAL range has been Car and GT championships. It
The technology used in the Blade20 has also been expanded, further increasing is a 4 piston forged monobloc
integrated into a number of custom position sensors the breadth of applications for caliper designed to operate on
designed to monitor clutch actuation and throttle the company’s flagship caliper 355x32mm iron brake discs. It
pedal position in Formula 1, with each custom sensor design. The first, the CP6840, is can also be utilised as a front
homologated by the FIA. a four piston version designed caliper on Formula type racecars.
Mike Rees, Head of Marketing for Gill Sensors commented. for the WRC/S2000 and the new AP Racing
‘The Blade20 represents a significant breakthrough in FIA cost cap regulations. It’s a Hall 7, stand 7500
position sensing technology, with a single product allowing radial-mounted forged four-piston www.apracing.com
the measurement of linear and shallow-arc motion, and
even long-stroke measurement with a single micro sensor.
With a fast update rate for quick positional feedback, it is
suitable for a wide range of harsh environment applications
that require fast, accurate position measurement.’
Gill Sensors, Hall 9, stand E433
www.gillsensors.co.uk

Autosport International 2013 • www.racecar-engineering.com

 PRI 2013

Where the
Global Racing Industry
Gets Down to Business
• 1,100 Exhibitors
• 3,000 Booths
• 38,000 Buyers
• 72 Countries Represented
• Trade Only
Delivering Business Opportunities for 25 years!

www.performanceracing.com

December 12–14, 2013 • Indianapolis, Indiana • U S A

 AUTOSPORT ENGINEERING JAN 10 - 11 – MIA EVENTS

The Autosport Show is the focal point of a larger series of events taking place in
Birmingham in mid-January. The International Motorsport Business week features
a packed schedule of business development events and networking opportunities,
and over the following pages we look at some of the highlights…

Low Carbon Racing Conference

The MIA’s annual green-themed
conference has become one of
the most important events of
the year. It is one of the few
places where motorsports key
figures openly exchange ideas
about the future of the sport and
sometimes those exchanges get
rather heated. The conference
is held at the NEC Birmingham
on 9 January and supported by
UKTI, and has again confirmed a
world-class lineup of contributors
from motorsport’s leading edge,
and promises to be packed with
For more information or
to book a place at the
conference please visit:
www.the-mia.com/events-
diary or email
Zoe.Chilton@the-mia.com
Date: 9 January 2013
Time: 9am–6pm
Venue: Autosport
International, Concourse
Suites 1&2,
The Atrium, NEC,
Birmingham B40 1NT
innovative showcase displays.
So some of those discussions
could be very lively.
Speakers this year will
include: Ben Bowlby, designer
of the Nissan DeltaWing who
will discuss its stunning race
performance in 2012 at Le Mans
and ALMS, and Jean-Francois
Weber – whose Green GT
hydrogen-electric racecar will
follow in the footsteps of the
DeltaWing at Le Mans 2013.
Look out too for Ulrich Baretzky,
head of Audi Sport Race Engine
Development, who will look
forward to Le Mans 2014 exciting
energy-based formula, and
newcomer Fabrice Lom, head of
Powertrain at the FIA, who has
the tough task of legislating new
energy-efficient solutions around
the world of motorsport.
In addition to this, Lord
Drayson will be in attendance,
the former UK Science and
Innovation minister, who was
behind the 850bhp B12 electric
racecar which thrilled the crowd
at Goodwood this summer. He’ll
outline the future for electric
powertrains and FIA Formula E, Steve Sapsford, global markets
and Tim Woolmer from YASA director of Ricardo, will present
Motors, the innovative electric for discussion the latest
motor company, which was fitted Motorsport Technology Road Map
to the Drayson car, will add his and demonstrate how this links
thoughts on future developments. into automotive technology plans
Also speaking will be Alex and new business.
Burns, CEO of Williams F1 who A central element of the
has led his outstanding F1-based event, the all-new technology
company to diversify into energy- Innovation Showcase features the
efficient solutions, setting up latest high performance,
a green technology centre in low-carbon vehicles, prototypes,
Qatar and helping Audi to win and low-carbon, high-performance
Le Mans 2012. Tony Harper, head technologies and all the latest
of research at Jaguar, will explain developments for both road and
the technology strategy of the race application. Among the eye-
Automotive Council in the UK and catching exhibits are the Drayson
how it opens up opportunities B12 electric racing car, and the
for innovative suppliers from lightning-fast electric motorbikes
motorsport companies, while from the TTXGP series.
InTERnATIonAL MoToRSpoRT BUSInESS WEEK
Race Tech World Motorsport Symposium: 7 & 8 January
MIA Low Carbon Racing Conference: 9 January
MIA Business Awards Dinner: 10 January
Autosport Engineering show: 10 & 11 January
UKTI International Business Exchange: 10 & 11 January
Autosport International Show: 10-13 January
Motorsport Safety Fund Watkins Lecture: 11 January

www.racecar-engineering.com • Autosport International 2013

 Xtrac
The move toward alternative
fuels in the motorsport and
automotive industries is
apparent in the Autosport
Engineering show, as well
as at the MIA Conference.
Transmission specialist
Xtrac is among the Autosport
International 2013 exhibitors
applying motorsport expertise
to electric and hybrid
vehicles, having developed
a transmission for the
StreetScooter GmbH electric
vehicle business.
Xtrac has now announced
the design of a hybridised
automated manual transmission work with leading race teams automotive and motorsport growth, but the very nature of
(H-AMT). The prototype-ready as well as high-performance industries is fully exploited. their high power output means
‘1010’ gearbox is aimed supercar manufacturers,’ says ‘The premium luxury car they are currently the worst
at helping premium luxury road Clive Woolmer, general manager sector is predominantly filled with performing vehicles in terms of
car manufacturers meet the of Xtrac’s automotive and high-performance mid-engine fuel consumption and emissions.
2020 regulations. engineering business, ‘so we sportscars, coupés, roadsters and We believe we now have a viable
‘Xtrac sits in the enviable can ensure that the technology luxury limousine derivatives. The and cost-effective transmission
position of being able to transfer potential between the sector is enjoying strong sales solution for these vehicles.’

Business Excellence Awards

The MIA Business Awards
Dinner recognises business
excellence at all levels within
the motorsport industry.
Held on the evening of Thursday
10 January to conclude the
first day of Autosport
International, and attracting
over 500 people worldwide,
the MIA Business Awards
provide another valuable
business networking opportunity
among leading companies
from the motorsport industry.
Small Business of the Year
Ginetta Cars, Ilmor Engineering,
Ole Buhl Racing, Swindon Engines
Teamwork
Honda Yuasa/Team Dynamics,
Red Bull Racing, RML Chevrolet,
Silverstone Circuit – British
Grand Prix
Business of the Year
Grainger & Worrall, M-Sport,
McLaren Group, Williams F1
There are still a few places
remaining for the dinner,
priced at £110+VAT for
MIA members and £135+VAT
for non-members.
Guest speaker is acclaimed
comedian Alfie Moore – a
versatile and distinctively
humorous after dinner
entertainer. He came slightly
later to comedy and brings a
wealth of insights and comedy
moments from his years on
the beat as a police sergeant,
where a keen sense of humour
has been the key to his success
and survival!
For more information
please contact Helen Jones on
+44 (0)24-7669 2600 or email
Helen.Jones@the-mia.com

The shortlists for each award

category are listed below:

Service to the Industry

Haymarket Group, Motor Sports
Association, MIRA, Torque
Development International
New Markets
Advanced Fuel Systems, DC
Electronics, Ricardo, SPA Design
and Composites
Export Achievement
Goodridge, Hewland
Engineering, Interex Motorsport,
Radical Sportscars
Technology and Innovation
DeltaWing, Gill Sensors, Millers
Oils, Zytek Group

Autosport International 2013 • www.racecar-engineering.com

 AUTOSPORT ENGINEERING JAN 10 - 11 – MIA EVENTS

MIA Winning Workshops

Whether you want to get into
the industry, progress within
the industry or broaden your
knowledge of the industry, the
Motorsport Industry Association’s
(MIA) School of Race Engineering
is an opportunity you do not want
to miss. The Race School offers a
course that focuses on the work
of a race engineer on the pit
wall, rather than the driver’s role.
The course is divided into two
sections to cover a wide range
of essential topics, which include
Real World Vehicle Dynamics, Data
Analysis, Strategy and Simulation,
among many others. Both courses
take place in December inside the
Lotus F1 HQ in Oxfordshire and
Cosworth’s manufacturing centre
in Northampton. Each is taught
by two, currently successful,
chief engineers.
Dan Walmsley, chief engineer
at Strakka Motorsport, was a
major part of the courses being
established, along with champion
GP3 chief race engineer Jay
Davenport. ‘Our mission statement
confirms that the course can only
be taught by currently “active”
race engineers,’ says Walmsley.
‘As race engineering challenges
move very fast, we want to keep
the content fresh and relevant.
One additional benefit of the
course is the networking we
instigate, where pupils get access
to current race engineers and can
make an impression on them, to
benefit their future. We socialise
with delegates in the evenings,
and invite special guests to share
their tales of pitlane heroics, in a
relaxed environment.
‘The MIA Race School is in
its third year, and is continuing
to bridge the gap between
education and the motorsport
world. The course was born out
of a recognition that, when both
Jay [Davenport] and I entered
the motorsport industry, despite
the good theory we had learnt
at university, we felt somewhat
under-equipped and needed
more information from people
who were currently working
and applying their trade. Sadly,
someone who has never stood
in a pitlane simply has no
understanding of the decision-
making process that a race
engineer has to go through.’
From the start, the Motorsport
Industry Association was
an important partner in the
Race School. ‘The MIA always
highlights the importance to
new recruits of the need to
gain practical, hands-on and,
most importantly, current race
engineering knowledge and
skills,’ says Chris Aylett, chief
executive of the MIA. ‘The
constant need for, and speed
of, improvement, updating and
incorporation of innovation makes
it very difficult to pass this
knowledge on to those wishing
to enter motorsport. The biggest
challenge was our determination
that the course must be taught
by the very best, currently
successful, race engineers. These
“teachers” are in demand at tracks
all over the world.
‘Graduates receive a diploma
which explains what skills they
have been taught and by whom.
We know this helps to secure
employment, and helps our
industry prosper too.’
The pupils range from recent
graduates looking to progress
from technician to race engineer,
to older engineers wanting to
broaden their knowledge. Even
suppliers come to see what
products and services motorsport
teams use and need.
The future of the Race
Engineering School is looking
extremely bright as it educates
more people and its reputation
grows, and it plans to add
additional course modules to
expand the school.
Davenport has confirmed
that he will be tutoring the MIA
School of Race Engineering
‘Winning Workshops’ at the
Autosport International Show on
11 January 2013.
Jay, who has years of
experience in single-seater,
touring car racing, will be
sharing his race-winning
secrets of car setup with up
to 200 attendees at the show.
The three-hour workshops
will cover every element of
preparing a faster racecar for
the track, from tyres and camber
setup to gear ratio selection
and aero adjustments.
Designed to be open to
everyone aged 16 and upwards,
the workshops are a great taster
of professional race engineering
for motorsport enthusiasts,
club-level racers and even drivers
wanting to know more about car
setup. The MIA hopes that this
accessible yet technical taster
of the profession will also help
to attract more young science,
technology, engineering and
mathematics (STEM) students
into studying engineering and
pursuing a career in motorsport.
Tickets for the half-day
workshops are only £130,
including attendance to the show
for the remainder of the day.
For more information on
the Winning Workshops, visit:
www.the-mia.com
Contact Zoe Chilton:
+44(0) 24-7669 2600 or
email Zoe.Chilton@the-mia.com

WhAT doeS The CourSe Cover?

This condensed version of the full qualification course aims to
give an overview of the key areas of prepping a car to race.
Using state-of-the-art multimedia technology, the expert tutors
will cover the following key areas:
Car setup: Tips, techniques and procedures for setting up your
racecar to find those missing tenths.
Tyres: The ‘black art’ of maximising grip while minimising wear.
Learn how to get the most from your tyres.
Chassis stiffness: The importance of a lightweight and
stiff chassis. Measurement methods and design improvement
are explained.
Weight distribution and inertia: The position of weight in your car
can make a huge impact on performance. Discover a low-cost
but effective way to improve your car.
Suspension design: Learn tips and techniques to achieve the
optimum racing setup.
Gear ratio selection: Selecting the best gear ratios for the power
and torque curves for your engine.
Aerodynamics: Critical for every type of motorsport, we’ll discuss
how to improve your aerodynamic package.
Brakes: Learn how to select and optimise your braking system.

www.racecar-engineering.com • Autosport International 2013

 AUTOSPORT ENGINEERING JAN 10 - 11 – CHRIS AYLETT
BUSINESS – PEOPLE

BUSINESS
BUSINESS TALK
TALK: CHRIS AYLETT

Exporting success
As trade show season continues, many motorsport companies are
reporting increased sales, with a host of bumper deals being made

T
he recent
he recent MIA MIA Business
Business be reached
be reached at at one,
one, vast
vast PRI
PRI media and
media and –– most
most important
important –– out of
out of south-west
south-west USA USA with with large
large
Survey shows
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from 12-14
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TV audience compared
compared to to their
their budgets, and
budgets, and good
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Valley UK
Valley UK companies
companies enter enter December 2013.
December 2013. IfIf the
the USA
USA NASCAR programme.
NASCAR programme. ThisThis move
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racing, either point-to-point
point-to-point
2013 with
2013 with cautious
cautious optimism.
optimism. market is
market is on
on your
your radar
radar –– and
and itit brings more
brings more racing
racing to
to their
their tracks,
tracks, across hundreds
across hundreds of of miles
miles of of
More than
More than 60 60 per
per centcent ofof these
these should be
should be –– don’t
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miss the
the PRI
PRI better relationships
better relationships with
with their
their desert or
desert or long
long laps
laps of of sixsix miles
miles
UK companies
UK companies increasedincreased sales sales Show 2013,
Show 2013, where
where thethe MIA
MIA will
will automotive partners,
automotive partners, increased
increased or more,
or more, is is attracting
attracting an an ever-
ever-
during 2012,
during 2012, most most increased
increased help UK
help UK companies
companies secure
secure UKTI
UKTI content for
content for TV
TV partners
partners and
and growing audience.
growing audience. The The teams
teams
their staff,
their staff, andand plan
plan further
further support to
support to exhibit
exhibit there.
there. an exceptional
an exceptional opportunity
opportunity are wide
are wide openopen to to new
new innovations
innovations
recruitment in
recruitment in 2013
2013 too. too. The talk
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of PRI
PRI was
was the
the for competitors
for competitors andand sponsors.
sponsors. and suppliers.
and suppliers. TheirTheir needsneeds
AA record
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per centcent nownow merger of
merger of ALMS
ALMS andand Grand-Am,
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NASCAR resources, when
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export, and
export, and moremore than than half
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from on USA
on USA sportscar
sportscar racing,
racing, will
will their sporting
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demands are are soso
having diversified
having diversified into into new
new January 2014.
January 2014. TheThe France
France make an
make an enormous
enormous difference,
difference, different that
different that suppliers
suppliers need need to to
sectors in
sectors in recent
recent years.
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family, at aa stroke,
stroke, increase
increase their
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so expect some
some surprises.
surprises. get into
get into the
the desert
desert to to meet
meet the the
R&D tax
R&D tax credits
credits were were claimed,
claimed, buyers, and
buyers, and seesee forfor themselves.
themselves.
from the
from the UK UK Government,
Government, by by 5555 To help
To help European
European companies
companies
per cent
per cent whowho are are reinvesting
reinvesting in in get close
get close to to this
this new
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business,
increasing R&D
increasing R&D work.
work. the MIA
the MIA is is running
running an an Expo
Expo In In
AA successful
successful industryindustry then, then, The Desert
The Desert at at Parker,
Parker, Arizona,
Arizona,
overturning negative
overturning negative news news from from just three
just three hours
hours from
from Las Las Vegas,
Vegas,
other manufacturing
other manufacturing sectors, sectors, from 30
from 30 January
January to to 33 February
February
working hard
working hard to to find
find newnew 2013. The
2013. The show
show surrounds
surrounds all all
business in
business in new
new sectors,
sectors, and and 250+ competitors,
250+ competitors, so so they
they seesee
new overseas
new overseas markets.
markets. China China the products,
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exhibitors
has appeared
has appeared on on thethe export
export and agree
and agree whatwhat to to change
change to to
charts for
charts for the
the first
first time,
time, butbut meet their
meet their specific
specific use. use. AllAll these
these
the USA
the USA remains,
remains, far far and
and away,
away, customers want
customers want is is to
to ‘go
‘go faster,
faster,
UK motorsport’s
UK motorsport’s largest largest export
export and last
and last longer’
longer’ in in the
the desert.
desert.
market, and
market, and also
also thethe oneone with
with Cars and
Cars and trucks
trucks cost
cost over over $1m$1m
‘most potential’.
‘most potential’. each, and
each, and entries
entries exceed
exceed 400 400
II have
have justjust returned
returned from from PRI,PRI, vehicles in
vehicles in one
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event -- check check
where many
where many were were chasing
chasing new new www.the-mia.com to
www.the-mia.com to join
join usus and
and
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and UK UK write new
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the desert.
desert.
Trade &
Trade & Investment,
Investment, one one securing
securing The Motorsport
The Motorsport Expotech Expotech
aa $1.5m
$1.5m order order to to set
set aa record
record Show in
Show in Modena,
Modena, from from 31 31
day for
day for UK
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companies. II watched watched January to
January to 11 February,
February, will will
orders still
orders still being
being written,
written, even even again host
again host manymany international
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after the
after the show
show closed!
closed! WhileWhile UK companies
UK companies have
have been
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roaring trade
trade at
at recent
recent shows
shows visitors seeking
visitors seeking business
business
UK Government
UK Government budgets budgets are are with the
with the successful
successful high high
being cut,
being cut, the
the MIA
MIA secures
secures influence on
influence on global
global motorsports.
motorsports. Any supplier,
Any supplier, hoping
hoping for for performance cars
performance cars from
from that that
increased financial
increased financial support
support With their
With their ownership
ownership of of NASCAR,
NASCAR, sportscar business
sportscar business in in 2014,
2014, region, and
region, and thethe MIA
MIA team team willwill
from UKTI,
from UKTI, which
which provides
provides Grand-Am, ALMS,
Grand-Am, ALMS, Sebring,
Sebring, simply must
simply must visit
visit the
the Rolex
Rolex 2424 be there
be there too.too. Modena’s
Modena’s superb superb
enormous help.
enormous help. Just
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week, Road Atlanta,
Road Atlanta, and
and aa majority
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at Daytona on on 2626 and
and 2727 January
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car and motorcycle
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aa further
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look forfor newnew
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Speedway Corporation withwith direct flights
direct flights from
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suppliers and innovations.
innovations.
export from
export from the the UK UK –– pro-active
pro-active 13 race
13 race tracks
tracks in
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and low-cost hotels
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team, sponsor, manufacturer
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written at at
just have
just have to to be
be the
the bestbest wayway to to stock car
stock car and
and sportscar
sportscar racing
racing and organiser
and organiser in in attendance.
attendance. the Autosport
the Autosport International
International Show Show
counteract recession.
counteract recession. in the
in the world’s
world’s largest
largest This is
This is the
the time
time to to meet
meet thethe in January.
in January. II lovelove to to hear
hear about
about
This was
This was the the last
last PRI
PRI Show
Show motorsport marketplace.
motorsport marketplace. right people
right people to to share
share in in the
the new
new your export
your export successes,
successes, and and new
new
in the
in the Orlando
Orlando sunshine,
sunshine, as as itit Make no
Make no mistake,
mistake, NASCAR
NASCAR future of
future of US
US sportscar
sportscar racing
racing –– areas of
areas of business,
business, and and want want to to
returns to
returns to Indy
Indy next
next year,year, the
the are determined
are determined to to increase
increase don’t leave
don’t leave itit too
too late.
late. help you
help you to to grow
grow your your sales,
sales,
new owners,
new owners, SEMA, SEMA, havinghaving the popularity
the popularity ofof sportscar
sportscar The growth
The growth of of off-road
off-road racing
racing come and
come and visit
visit the
the MIAMIA on on Stand
Stand
merged the
merged the show
show with with IMIS.
IMIS. racing in
racing in the
the USA.
USA. They
They will
will was widely
was widely discussed
discussed at at PRI.
PRI. 8020 –– the
8020 the show’s
show’s International
International
The vast
The vast potential
potential of of the
the USAUSA benefit from
benefit from the
the different
different This largely
This largely unregulated,
unregulated, fast fast Business Lounge
Business Lounge and and makemake
motorsport market
motorsport market can can then
then demographics, sponsors,
demographics, sponsors, expanding motorsport
expanding motorsport is is growing
growing 2013 aa great
2013 great year.
year.

February 2013
Autosport International 2013••www.racecar-engineering.com 97
www.racecar-engineering.com 33
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