Movatterモバイル変換

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he Lister is shown here photographedlast year at the Racing Professional Motorsport Exhibition.  The middleradiator is completely covered by an air diverter that ducts air into theradiators either side.  Though the front end air management has evolved,and rather dramatically.

hotjust this past week at the Le Mans Test, for all intents and purposes theradiator arrangement is no different from the above.  How the airis ducted into them has changed drastically though.

henew arrangement is almost completely opposite of the original setup. The center inlet appears to duct air directly into the middle radiatorwith the exhaust flow feeding the coolers to either side.  A furtherimage sent in by Sam actually clarifies this a bit more.  The inletis wide enough to feed the middle radiator, but residual flow also is directedat the outer coolers.

he radiaorintake evolution:

nfirst impression KWM’s task was rather straightforward.  But sincethey did not own the 3-D CAD surfaces for the Reynard 02S, the first orderof business was the reverse engineering of the 02S wind tunnel model (whichthey do own).  Scanning the wind tunnel model’s surfaces with a speciallaser captured the car’s surface geometry.  Typically the 3-D datahas to be cleaned up which can be a time consuming process but the resultis a comprehensive 3-D CAD file.  Subsequently the wind tunnel developmentswere created in 3-D and then applied to the model as the tunnel programproceeded.

erodynamicdevelopment of the CA06/H consisted of 8 days in the former-McLaren F1rolling road wind tunnel facility in Teddington, Middlesex, UK.  KieronSalter explains, "We contracted the aerodynamic skills of Ben Wood forthe aero development phase, Ben was our aerodynamicist on the original02S design and has also assisted in the DBA development over the last coupleof years."  The tests were broken up into four 2-day test segments. The first 2-day test was spent bench marking the 02S and then applyingthe modifications KWM have created for the Creation DBA4 03S over the courseof last season.  This helped establish the target goals for the CA06/H.

ookingat the CA06/H and it is easy to believe that the car is just an evolutionof the 02S.  Ultimately this is true in the strictest of senses inthat the car began with the 02S wind tunnel model and developments werecreated from that basis.  But since KWM was always going to have tomachine new patterns and lay-up new molds to manufacture the CA06/H, everycarbon component was redesigned, as needed creating a bespoke car. And KWM had the luxury of making these changes while in the CAD stageswithout having to be concerned about using or modifying existing patternwork or molds, regardless of the modification (how ever subtle). The major cost was always going to be the same as the patterns and moldsdidn’t exist, so every item might as well be optimized to the design parameters.

naddition to the Ricardo gearbox and the air jacks, the only other lumpsto carry over from the 02S/DBA4 03S are the monocoque and crash structure(nose box).  And these items cannot be modified, as that would voidthe original Reynard crash test certificate for the car.  Hybridsneed only to comply with regulations in regards to aerodynamic blockageand the CA06/H indeed only has a faux secondary structure to meet the requirement. This means that the CA06/H has a limited life span in light of the newLMP tub regulations, as it does not meet the requirement for a load carryingsecondary roll over structure for the passenger much less the increasedcrash test standards (and hybrids are only legal until the end of thisyear).  But as Kieron Salter indicates, “We have started the designof a replacement monocoque and nose box that will allow the car to be upgradedto full LMP1.”