Delta Wing Discussion ONLY

[TRspitfirefan]

The October issue of the automotive trade magazine, Underhood Service featured a short article on the Nissan ZEOD project.
It is interesting to note that the writer refers to the car as a "Deltawing ZEOD RC" and also cites the 1915 Cornelian Indy racer as the "Deltawing of it's day.
http://www.underhoodservicedigital.c...ober_2014#pg98

[MkEagle]

Future DeltaWing Engine

Supercharged V4

Displacement: 1900cc
Power: 370 HP @ 7200 rpm
Torque: 285 lb-ft @ 3800 rpm
Redline: 8000 rpm
Dry Weight: 162 lb
Oiling System: Dry sump
Supercharger: Torotrak V-Charge

http://www.midmichigansae.org/flyers/FlyerSept2012.pdf


Katech designed and manufactured an innovative, highly efficient, high power density, compact and configurable V4 engine. The V4 draws on the legendary architecture of the Corvette LS series V8 engine. The engine is very light and compact.

Drawing on experience gained powering Corvettes to six class victories at Le Mans, Katech incorporated an intriguing mix of new and proven technologies into what became the 1.6-liter Motus Baby Block engine. A water-cooled, 90-degree aluminum cylinder block houses forged aluminum pistons riding in cast-iron liners. The billet crankshaft has two throws spaced at 75 degrees, yielding 345-90-195-90-degree firing intervals.

Katech tried sump-mounted balance shafts but found them not worth the added weight and friction. The Michigan firm also took on the ambitious task of developing direct injection (DI), but in the end, Motus used port injection with electronic controls for fuel delivery and throttle operation—its customers didn’t see the payoff in DI.

The valvetrain consist of one block-mounted camshaft opening two valves per cylinder through hydraulic lifters, pushrods, and rocker arms. Instead of reinventing the combustion chamber and valvetrain, Katech tapped its wealth of small-block Chevy V-8 knowledge. The V-4 is more compact and easier to work on, and its center of gravity is lower than that of a comparable OHC engine.

http://www.caranddriver.com/features...king-tech-dept

http://motusmotorcycles.com/american-v4

http://www.katechengines.com/

http://www.mastmotorsports.com/

http://www.youtube.com/watch?v=i_SI0jky6x8

http://www.youtube.com/watch?v=U6mr03lL_tw


Torotrak’s V-Charge is a variable drive supercharger for engines. V-Charge allows downsized engines to maintain their superior fuel economy, whilst retaining the power of a larger engine. Compact and easy to install, V-Charge offers a substantial cost advantage over more complex devices.

By accurately and rapidly varying boost pressure independently of engine speed, V-Charge ensures that the engine responds instantly to any driver demand. The optimum mass of air can always be delivered to the cylinders, at any engine speed, without any of the lag often associated with turbochargers. This remains true even at very low engine speeds where conventional boosting systems often struggle to deliver.

V-Charge Features
• “Cold Side” Installation - no need for exotic materials; freedom of system location; doesn’t impede exhaust gas
• High Ratio - typically provides a compressor speed to engine speed ratio range of 15 to 95
• Industry Standard Control – the ratio is controlled by a low force, low cost electromechanical actuator, which is fully compatible with engine ECUs and therefore integrates fully with the existing engine management strategy
• Industry Standard Belt Drive - can be driven by a conventional belt drive that is easily integrated with the existing auxiliary belt drive on most engines

V-Charge Benefits
• Rapid response and “Time to Torque” - delivers from 0 to 95 per cent of target torque in just 400 milliseconds and removes boost just as quickly when not required. This minimises energy use and creates ‘lag free’ driveability at low engine speeds, with excellent transient response
• Exceptional Refinement - extremely smooth and near silent operation with unparalleled levels of Noise Vibration and Harshness (NVH) refinement; no requirement to bypass or vent air via a wastegate
• Superior Performance - the ability to vary speed outperforms complex multistage turbochargers whilst using only a simple fixed geometry compressor. Location on the inlet side of the engine means no impediment to exhaust gas flow
• Low Cost, Small Package - compact and power dense package comprises a small, two roller, single cavity traction drive variator. Low component count and innovative manufacturing techniques provide a highly competitive cost, while the variable speed drive also removes the need for additional air handling subsystems
• Proven Boosting Technology – this is the same as the compressor stage of a conventional fixed geometry turbocharger and is easily matched to any engine

http://www.torotrak.com/products-par...ucts/v-charge/

http://www.youtube.com/watch?v=i4OrXg2hvbs

[CyberMotor]

Originally Posted by MkEagle

Future DeltaWing Engine

Supercharged V4

Displacement: 1900cc
Power: 370 HP @ 7200 rpm
Torque: 285 lb-ft @ 3800 rpm
Redline: 8000 rpm
Dry Weight: 162 lb
Oiling System: Dry sump
Supercharger: Torotrak V-Charge

http://www.midmichigansae.org/flyers/FlyerSept2012.pdf


Katech designed and manufactured an innovative, highly efficient, high power density, compact and configurable V4 engine. The V4 draws on the legendary architecture of the Corvette LS series V8 engine. The engine is very light and compact.

Very interesting. So, it seems this engine goes against three of the 'modern' racing engines trends: pushrod engine rather than overhead cam; no Direct Injection; and supercharger rather than turbocharger/wastegate.

It's good seeing the ICE still getting advances while the Hybrid technology also comes on strong.

[Victor_RO]

Originally Posted by CyberMotor

Very interesting. So, it seems this engine goes against three of the 'modern' racing engines trends: pushrod engine rather than overhead cam; no Direct Injection; and supercharger rather than turbocharger/wastegate.

It's good seeing the ICE still getting advances while the Hybrid technology also comes on strong.

"Future Deltawing engine" is just his speculation actually. It's just an engine that might (in some universe) be suitable for the DW, not something that Panoz is likely to use in the immediate/near future.

[Maelochs]

Hard to imagine Elan won't keep working on their own design, considering how much is invested in it and that it hasn't proved to be a problem.

[HJJ]

That's not going to happen. Not much going on because they're waiting on the new gearbox to be delivered. They took delivery of a new trailer so they're loading and unloading to find out the best way to pack/unpack it. Just off season work. A pre-Christmas test is planned before the ROAR.

[MkEagle]

Future DeltaWing Gearbox

Xtrac F1 (modified to suit DeltaWing engine and suspension)

The V4 engine and Xtrac gearbox act as fully stressed chassis members and eliminates the rear-end subframe.

Xtrac’s “batch-produced” gearbox with common parts offers significant cost savings, while technically remaining highly competitive. It also benefits from an extensive rig and engine dyno testing.

With a longitudinal layout, the transmission positions the gear cluster forward of the differential to ensure excellent vehicle weight distribution, while meeting critical aerodynamic requirements at the rear of the vehicle.

SPECIFICATION
• 7 speeds with sequential seamless gearchange selection
• Aluminium A357 castings, with ‘O’-Ring face sealing
• Lubrication is via single stage eccentric lobe pump, configured for use with an external cooler
• Differential is a negative preload high pressure hydraulic active type
• Twin barrel gearchange system with high pressure hydraulic control
• Output flanges integral with the differential, to suit F1 specification tripod joints
• Integrated clutch canister / clutch release slave cylinder with position sensors
• Gearbox weight: 40 kg

THE GEARBOX OFFERS THE FOLLOWING BENEFITS
• Sequential gearchange configured for seamless gear shifting
• Easily removable cluster for ratio changes
• Cost effective, reliable, lightweight solution


Formula One rules for the 2014 season have changed in many areas, most notably the use of smaller-displacement turbocharged engines and a stronger hybrid-electric drive motor.

Accompanying these changes are new gearbox specifications for 2014. The new rules call for eight forward speeds rather than the seven gears used in 2013. But while there are more gears in the box, there are fewer in the garage, because teams are required to nominate the eight ratios they plan to use for the entire season, and use only those, despite the huge disparities between slow tracks like Monaco and fast ones like Monza.

For this season only, if teams miss the target in their first try, they are permitted to change their nominated ratios once during the season. Or, more likely, they will live with lower-than-ideal ratios until Monaco and then switch to a set of higher gears (numerically lower) afterward in anticipation of the faster tracks later in the season.

Gearboxes must now run for six complete race weekends before replacement, which along with the ban on changing ratios, means they will go unopened for months. This imposes a significant durability requirement on the new transmissions, as teams will only be able to use three gearboxes over the course of the 18-race season. This is a duty-cycle equivalent to 3300 km (2050 mi) at qualifying and race speed, which compares to the 4750 km (2950 mi) of a Le Mans race winner.

Additionally, the new turbocharged engines produce significantly more torque than the previous normally aspirated V8 engines, and the new hybrid-electric motor introduces still more power than was added by the previous kinetic energy recovery system (KERS).

In response to these new demands, Xtrac revealed its 2014 Formula One gearbox technology at the Autosport show in Birmingham. Its cluster and bevel gears are more robust to handle the added strain. New FIA specifications require gear sets measure at least 12 mm (0.47 in) in width and have a spacing of at least 85 mm (3.35 in) between their centers. Further, they must be made of steel and weigh at least 600 g (21 oz) each, according to the FIA 2014 Technical Regulations.

Xtrac generally provides teams with its gearbox internals, for installation into their own proprietary cases designed to specifically fit their cars, explained Technical Director Adrian Moore. An exception is the Marussia team, for which Xtrac supplies a generic gearbox complete in a case, he added.

To address the new rules, the new transmission features gear ratios that are both wider and larger in diameter than those in the 2013 transmission. The goal was to balance the need for strength with the desire to minimize friction.

“There are counterarguments,” for different solutions, Moore acknowledged. “We believe we’ve taken the route that gives a good vehicle package,” he said.

“We use a gear rating method that rates the strength and pitting resistance of a gear,” he said. Small changes in gear topography that are modeled using finite element analysis tools can maximize the strength of the teeth while minimizing power loss. “That allows us to have a very reliable, efficient gear tooth.”

The gears are made of XM031 steel from Tata Steel (formerly Corus Engineering Steels) co-developed with Xtrac. It is a nickel-chromium-molybdenum alloy optimized for temperatures of more than 350°C (662°F) for use in gear ratios, dog rings, crown wheels, and pinion. The latest steels such as XM033 enabled Xtrac to make narrow gears that can run at higher temperatures. As a result, smaller oil coolers are required and aero drag is reduced.

Xtrac applies a low-friction coating to reduce losses in the transmission. A challenge has been that the application process for such coatings has required temperatures so high that they can temper the steel they are being applied to, Moore said.

The company has identified a low-friction coating that can be applied at a tolerable 300°C (572°F). However, Moore said he is unable to identify either the material or its supplier for competitive reasons. “It is based on commercially available coatings with some subtle changes,” he said.

The need to extract maximum strength from minimal mass with minimal loss will only grow, both in road and race cars, said Moore.

“The downsizing and lightweighting trend is highly relevant to the packaging of an internal-combustion engine and electric motor into a hybrid road car, where you have two sources of power to squeeze into the space available for the powertrain, reflecting the benefit of the new regulations and the relevance F1 technology will bring to road cars,” he said.

http://www.xtrac.com/sectors/motorsp...er/product/110

http://www.youtube.com/watch?v=h-ZePCE87tI

http://scarbsf1.com/blog1/2010/03/22...-spec-gearbox/

http://articles.sae.org/12773/

[Félix]

Gear cluster is behind rear wheel axis on the Deltawing. Very tight fit; a bit like a road car as opposed to classic F1-LMP cars with their mile-long gearbox+bellhousing.

https://www.google.com/search?q=delt...ngine&imgdii=_

[joeb]

Well this is fun:

http://sportscar365.com/industry/del...e-car-concept/

In case anybody was wondering what the DW will do when IMSA adapts the new P2 regs, wonder no more.

[Richard C]

When can we expect a DW Cup car!

Richard

[Canada ALMS fan]

Don Panoz is definitely a different duck… First the Abruzzi, then the Deltawing, now the GT. I respect him though for always thinking outside the box. The Panoz LMP1 were his greatest project IMO.

[MitchZ06]

Dead horse thoroughly flogged.

[jasonjessica09]

i guess 2015 will be the swan song of the Delta Wing prototype we see today then. I don't mind it. I think it will be a interesting addition to GT. Probably more up the Panoz alley anyway.

[bjohnsonsmith]

According to Delta Wing's website, the Delta Wing is to make it's street racing debut at Long Beach this Saturday.

http://www.deltawingracing.com/news/...r%20Day%20Sale

[Akrapovic]

So will this DeltaWing GT car actually conform to the rules? Because none of the "Prototypes" have, which has always meant that everything they did was kinda meaningless.

[miatanut]

Originally Posted by Akrapovic

So will this DeltaWing GT car actually conform to the rules? Because none of the "Prototypes" have, which has always meant that everything they did was kinda meaningless.

The have a special class for innovative cars that it fits in, although there are no other cars in that class. The real test would be of somebody showed up and wanted to run in that class. Would they be shown the door?

In any case, this weekend should end the speculation that it can't make the hairpin at Long Beach. It just isn't well suited to that type of circuit.

[Akrapovic]

Originally Posted by miatanut

The have a special class for innovative cars that it fits in, although there are no other cars in that class. The real test would be of somebody showed up and wanted to run in that class. Would they be shown the door?

In any case, this weekend should end the speculation that it can't make the hairpin at Long Beach. It just isn't well suited to that type of circuit.

It was run in the P1 class in ALMS in 2013 and the Prototype class in 2014. Whilst the Le Mans version was legal to Garage 56 rules, it can hardly be said that the American version has been legal with the series it has ran in.

[Rcz]

At least it can be run on a street course.

Maybe Mazda and Delta wing should combine their efforts.

The Mazda diseal can't run past 350hp, but on the DW platform it doesn't matter. Plus it would be even more fuel efficient and would give the DW some much needed torque.

[bjohnsonsmith]

Originally Posted by Akrapovic

It was run in the P1 class in ALMS in 2013 and the Prototype class in 2014. Whilst the Le Mans version was legal to Garage 56 rules, it can hardly be said that the American version has been legal with the series it has ran in.

If the American version wasn't legal, why did it run in that series?

[Deleted]

Originally Posted by bjohnsonsmith

If the American version wasn't legal, why did it run in that series?

Le Mans 2012: Garage 56
Petit Le Mans 2012: It run unclassified just as Porsche GT3 Hybrids and Abruzzis etc before
ALMS 2013 LMP1 - Today USCC P: "Legal" because Uncle Don says so

[bjohnsonsmith]

Originally Posted by Chiana

Le Mans 2012: Garage 56
Petit Le Mans 2012: It run unclassified just as Porsche GT3 Hybrids and Abruzzis etc before
ALMS 2013 LMP1 - Today USCC P: "Legal" because Uncle Don says so

I'm well aware of Garage 56 but not so familiar with ALMS/USCC rules as I don't follow that closely.

[Deleted]

Yeah... think of it like if one F1 chassis was fully eglible to run amongst the spec Dallaras in GP2, for no reason other than the guy running the thing wanting to have it there. And that guy had Ecclestone level of influence, comparatively speaking

[Adam43]

The Delta Wing is to an F1 car what the DP is to GP2.

[Akrapovic]

Originally Posted by bjohnsonsmith

If the American version wasn't legal, why did it run in that series?

Because Don Panoz owned the Delta Wing and owned the series, really. It doesn't conform to any technical regulations as far as I'm aware.

That's why I'm interested in the GT car. If it's finally an actual real legal race car then as far as I'm concerned, it's the first proper race car they've made. Until now it's just been marketing rubbish about how different they are. Doesn't mean much if you don't play by the same rules. This GT car is actually interesting.

[crooky]

Anyone else think it's time to call it a day on the Deltawing?

It's high point had to be the reasonable run at Le Mans followed by the 5th at Road Atlanta but ever since it moved into the ALMS/USCC full time it just hasn't lived up to potential. The new engine/gearbox seems to be woeful and the closed cockpit design makes it the ugliest car on the grid.