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| The work has begun for Subaru Tecnica International to bring a 5th victory home to Japan from this year's 24 hour of Nürburgring May 10th-13th. A recent article and pics from autoprove.net with STi's Hideharu Tatsumi. Try to read around the translation, there is some great info! AP-In addition to the domestic Super GT 300, the Subaru STI's race has a 24-hour endurance race to be held in Nürburgring, Germany. SUBARU WRX STI NBR Challenge 2018 participating vehicles are based on WRX STI on the market and are adapted for racing such as safety standards and weight reduction. In 2017 I retired with contacts with other cars and accidents like doubting the eyes of fire, what kind of battle will it be in 2018? I asked Mr. Eiji Tatsumi of the team director: Tatsumi-Although the cause of the fire is I think that many there, the important thing is it is that it does not repeat the same thing. We will work more carefully than ever including installation of injectors. However, there are situations that can not be predicted in the race. So stop the engine when stopping the engine and detecting zero vehicle speed. I had stopped it in 2 seconds, but I changed it to stop in half a second AP-Although it is certainly necessary to take countermeasures against accidents, it is necessary to take measures in the regulation including the determined vehicle weight. Well, in 2018, I asked specifically what kind of change and challenge each part such as the engine, body etc of the machine. Tatsumi- Engine restrictor is 37 Æ. Therefore, it has declined more than 15 ps. So, how do you get the times in the absence of power? That's the basic idea AP-Since WRX STI to participate in 2015 and 16 years has won the class for two consecutive years, the size of the restrictor has been restricted from 38 Æ to 37 Æ since 17 years since it won the class. The displacement of the SP3T class is 2.0L turbo car, but the drive system is not limited, but the restrictor diameter is different. Also, WRX STI participating in AWD has a vehicle weight of 1220 kg, but 2 wheel drive is both FF and FR, 50 kg lighter 1170 kg. However, rival Audi TT RS 2, Lexus RC is 1250 kg, and has participated in 39 Æ with a large restrictor diameter. In addition, compared with WRX STI, it is participating in the condition of +1 inch in tire width and +10 L of fuel tank. If the size of the air restrictor is large the power can be given, "We do not have top speed, we are about 240 km / h, we get 252 3 km / h at the end, so we have more Audi and Lexus." As you can see, the difference in the air restrictor remains as it is on the difference in power and top speed. However, even if we can generate power, if there is weight of the car, the brakes will become more severe and the fuel consumption will also drop, so making vehicles is difficult if we take that into account. However, in the background of Subaru's entry into the war, there is also an idea to use technology used for commercial vehicles in races, and there is no option to abandon AWD. Of course the engine to be mounted does not even think of participating in a pure race engine. The rival Audi TT RS is equipped with a 2.5-liter 5-cylinder engine, but for a 24-hour Nürburgring race, the output is 360 ps with a 2.0-liter five-cylinder engine with a short stroke and reduced displacement. The class is SP3T's FF 2 WD. This mounted engine is a motor sports engine developed exclusively for Audi Sports, which is a derivative engine of the V10 type engine based on racing. Meanwhile, the EJ 20 type that WRX-STI is equipped is an engine which has been 29 years since its debut and has sufficient results and reliability, but at the highest output it is painful against rivals. Given these vehicle circumstances, the task of director Tatsumi "how do you make up time in the absence of power?" It is difficult. - Tatsumi Turbo adopts an anti-lag (misfiring system) and changes it so as to improve the power of the partial from the partial. As a result, we are also testing the turbines, and we are looking for good products. That way, the speed at the corner will be better than before, and I think that a shortage of power will be compensated even a little. However, on the other hand, if you turn it into an anti-lag, the problem of heat comes up, and the work that is doing now is the task of crushing each one one by one The anti-lag is a technology that intentionally burns misfire at the exhaust manifold part. When the accelerator is off, the exhaust turbine slows down and decelerates, and the air sent to the compressor also goes out. As a result, a turbo lag occurs when reaccelerating, but it ignites the inside of the cylinder, burns the fuel in the exhaust manifold and does not degrade the rotation of the turbine with the flow of the high temperature exhaust gas. Subaru should have used this technology in rallies such as WRC, but "Since the SS of the rally is short distance of 20 km or 30 km, it does not keep running continuously like a null, so another idea is It is necessary. " - Tatsumi Commercially available cars use castings and durability against heat is not a problem, but many of them replace materials for racing, and such parts are broken by being torn by heat. There is a way to earn time even if the power goes down, but it is not easy. Because it burns at high temperature in the exhaust, the propeller shaft and DOJ (Constant Velocity Joint) also get hot, so I have to think about the cooling system. We are currently taking measures against thermal hazards APThe secret measure of time earnings to compensate for power shortage in the engine was technology called anti-rag. Then the engine characteristics should be different from the previous one. The turbo lag disappears and the response improves suddenly. If that happens, you will also need to change the gear ratio of the transmission. - Tatsumi Today, since my gear ratio is 2017 specification, I am making it. Because we want to use engine characteristics more effectively, its adaptation is difficult and it takes time APGears were sequential and adopted paddle shift from 2017. Was there any problem around that? Tatsumi-The conformity of paddle has come into much hands. There was no problem such as durability last year, but because the gearshift shock was great, it seems that the driver was using the clutch at the judgment of the driver. If the shift shock is large with AWD, behavior will change and move different from FR and FF will come out. The driver uses the nerve to that extent, and the burden is also great. In addition to that, the driver said that from the magnitude of the speed change shock, "Will this work for 24 hours? It is also a fact that there was anxiety that it would. Actually, although durability was sufficient, now that the problem there has been improved and the speed change has been smoothly made, I think that the merit of sequential can be fully utilized this year APIn AWD there is always internal circulation torque, so if a big shock is added during shift change, it will be that a little impact on the tire will occur. Does it become necessary to change it in that way? - Tatsumi: Again, I am reviewing with Rear Diff, Center Diff, Front Diff. In the test at Fuji in January it was an answer that the driver has a good feeling about it. What you did is to weaken the rear differential, center diff than before. After all it is better to defeat weak. When it is strong, it works! Although I have the impression that I think that it is a little disturbing when giving time. So you can understand why Audi is using Torsen. Even if it is mechanically connected, it is good to be able to move in four wheels free. I think that moving four wheels separately is the original figure. When you restrain it, how is it going to be understeer if it is AWD, how will you stop when you slide after all? That means that you do not need LSD. I am thinking [bAP[/b]The background of this idea is interesting in the story of Petter Solberg who was active in WRC. - Tatsumi It was requesting that Petter always wanted to weaken the diff. But engineers are sliding this much on the data. So we were talking about weakening it was not good. Petter said that it would run faster if spinning, but the engineer said that idleness was loss. I think that idling is OK. You had better slip the tires. Racing tires are different. Along with the evolution of the tire, even if it spins, traction comes out, lateral force also comes out. I think that it is no problem even if you slip 40% or 50%. Although it is crazy thought, it is useless only with data. With data emphasis, only a certain part can be seen. Because all the races are connected, I think that such a view is also necessary It is true that the racing tires are in close contact with each other, and when they slide, it is usually considered to be a loss, but it does not necessarily match the feeling of the driver. It is a point that how the engineer gets up there and leads to the setup of the machine there. Well, we are also starting to brake to reduce the time. - Tatsumi Tsuneku will lose engine power, earn with anti-lag accordingly, even earn even brake. I also earn cornering. The racing driver uses the left foot brake. But since I can not stepped on with master back, I took master back in 2018. How can I make it effective even if I take a master back? I am doing that. First, carbon brakes are prohibited by rules, so it's size up. Both the rotor and the caliper. Then the friction material of the pad is important, but the sliding width increases from the current 54 mm to 64 mm. Furthermore, the abrasion resistance also rises, which means that the effective radius increases and the effect is good and lasts longer. Therefore, when selecting a pad, when you step on MAX, there is no problem already, but when you step on it just a little, when you want to use it with a cornering approach, now it is a little ineffective, feeling faint It is the place of searching for materials. APWhat is the problem with the tires linked with the brakes? Tatsumi Last year's tire had no problems. Since it runs in 10 lap increments and it is a non-slick tire, the trust for last year's tire is high. However, considering that it will be held in cold weather this year, we are developing a tire that can be used at low temperature as well. APDirector Tatsumi says that if it drives the car faster, if it does, the problem is over here ... Itachikko. However, I think that it is necessary to issue ideas, study, and change the idea to solve them one by one. Well, finally I asked about the aerodynamics of the body. TatsumiI think looks changed a lot. We also reduced the Cd value for the front mask considering aerodynamics and changed the air intake holes attached to the upper part to be incorporated from the rear doors for rear differential cooling. I think it looks good. In the wind tunnel, we make it by simulating it with data made with CAD. Although Cd also decreased, I feel that downforce is not enough a bit, but since the driver is just right feeling, I will look at the actual running test for the future from now.It is necessary to develop it based on the fact that it is not only equal in the race even if good results are obtained after testing at the Tunnel at 180 km / h. In other words, does it have a constant speed of 180 km / h in the race? about it. It is the speed of the car passing by in a moment. From 270 km / h to 1 corner it will make a strong deceleration like 2 G beyond. 180 km / h is only a moment, and the attitude of the vehicle is also different. So it is meaningless to say the wind tunnel data at 180 km / h. You do not have to have three-dimensionally imaginable engineers, you do not know unless you listen to the driver's opinion There is no wind tunnel that can reproduce the actual racing environment. It is also a story that you have to develop images by inflating some data. 13th. Thus SUBARU WRX STI NBR Challenge 2018 has steadily been developing machine. Perhaps a shakedown test will be released in March. It is also a great pleasure to finish up the machine where director Tatsumi's idea could reflect. The actual day is May 12th and 13th |
