FIA WEC ; Une Audi R18 e-tron quattro revisitée / A revised Audi R18 e-tron quattro

Audi Sport attaque la saison FIA WEC 2015 avec une R18 de 5e génération améliorée et avec pour objectifs de reconquérir le titre mondial et de rester invaincu au Mans depuis 2010.

Pas de présentation officielle chez Audi Sport aujourd’hui, veille du Prologue du championnat FIA WEC sur le circuit du Castellet. Mais le constructeur d’Ingolstadt est bien présent dans le Var avec deux R18 e-tron quattro spec 2015 largement modifiées.

La silhouette du prototype LM P1 a changé, avec de nouvelles entrées d’air à l’avant et à l’arrière, un nouveau design des optiques Matrix LED et Audi Laserlight. Autour du châssis monocoque, la carrosserie a évolué avec un capot et des passages de roues avant modifiés, qui cachent une nouvelle crash-box. L’aérodynamique a été améliorée avec deux packages développés pour la saison.

L’environnement moteur a aussi été revu avec un nouveau positionnement du radiateur et l’amélioration du circuit de refroidissement. Ce moteur, toujours un V6 TDi 4.0L, est encore plus sobre et permet de compenser la perte d’énergie en carburant (2,5%) alloué due au changement de catégorie.

En effet, Audi passe de 2 à 4 MJ d’énergie récupérée par tour au Mans. Grâce à ses deux systèmes KERS (avant/arrière) et le système de stockage par volant d’inertie amélioré (700 KJ, 17% par rapport à 2014), la puissance électrique passe à 272 ch, qui s’ajoute aux 558 ch du moteur thermique. Le poids annoncé par Audi est au minimum de la catégorie, soit 870 kg.

4, 6, 8 MJ… En attendant de connaître la catégorie choisie par Nissan Motorsport (on parle de 2 MJ), trois constructeurs vont concourir dans des classes de récupération d’énergie différentes.

Sur un tour du circuit du Mans (13,629 km), la catégorie 4 MJ a droit à 4,94 litres d’essence/3,84 litres de diesel, la catégorie 6 MJ à 4,81 litres d’essence/3,74 litres de diesel et la catégorie 8 MJ à 4,76 litres d’essence/3,65 litres de diesel. Sur les autres circuits de la saison, les valeurs sont calculées au prorata de la longueur du circuit manceau.

Audi Sport will contest the 2015 FIA WEC with an improved, fifth-generation R18 in its bid to retrieve the title and maintain its unbeaten record at Le Mans since 2010.

Unlike rivals Toyota and Porsche, Audi Sport didn’t organise a formal presentation at Le Castellet today (Thursday), but the Ingolstadt-based carmaker does have two 2015-spec R18 e-tron quattros at the French test.

Its LM P1 prototype features revised front air intakes, new rear vents and new LED/Audi Laserlight head lights. The body has been modified, too, with a revised bonnet and front wheel arches which conceal a new ‘crash box’. Aerodynamic performance has been enhanced thanks to two new packages which have been developed for the season.

The engine’s immediate environment hasn’t escaped attention, either, with a new radiator position and improved cooling. The powerplant is still a four-litre V6 TDi (558hp) but it has been made even more fuel-efficient to compensate for the 2.5% reduction in permissible fuel-sourced energy due to its category change.

Indeed, Audi has switched from 2 to 4MJ of energy that can be recovered per lap at Le Mans. Thanks to separate KERS front and rear, plus an improved flywheel-based energy storage system (700KJ, a gain of 17%), the electric motor output has been upped to 272hp. Audi also says that the car’s weight is down to the minimum of 870kg.

With the three current teams running in the 4, 6 and 8MJ categories, it will be interesting to see which one Nissan Motorsport choses. The rumours say 2MJ, which would mean different solutions for each of 2015’s hybrid prototypes.

At Le Mans (13.629km), 4MJ cars can use up to 4.94 litres of petrol or 3.84 litres of diesel. In the 6MJ category, the equivalent figures are 4.81 and 3.74 litres, and for 8MJ cars they are 4.76 and 3.65 litres. For other circuits, the allowance is calculated on a pro rata basis compared with Le Mans.

FIA WEC ;Toyota lève le voile sur la N°1 / Toyota shows off its ‘number one’ car

Avant le Prologue sur le circuit du Castellet, Toyota Racing a présenté la TS040 Hybrid flanquée du N°1 qui évoluera en Championnat du monde d’Endurance FIA WEC 2015. Le prototype LM P1 sera toujours dans la catégorie 6 MJ.

« On a beaucoup hésité », a commenté le Directeur technique de Toyota Racing, Pascal Vasselon. « On aurait pu aller en 8 MJ. Et puis on a décidé de rester et d’exploiter au maximum les 6 MJ. En 2014, nous étions entre 4 et 6, en fait. Notre système hybride a été modifié avec un nouveau Supercondensateur Nisshinbo, de meilleure capacité, plus puissant, et plus léger que le précédent. »

La Toyota TS040 Hybrid championne du monde a beaucoup évolué cet hiver. Elle a même été modifiée à 80%. « Le châssis est identique à 2014, à quelques points d’ancrage près. Nous avons travaillé sur le poids – nous sommes à la limite des 870 kg – sur l’aérodynamique et la suspension pour améliorer le travail avec des pneumatiques. Nous sommes très, très satisfaits des nouveaux pneus développés par Michelin.»

Deux packages aéro seront disponibles en fonction des courses qui seront testés lors du Prologue. La Toyota TS040 Hybrid spec 2015 a déjà parcouru 26 000 km d’essais lors de quatre séances d’endurance. Toyota Racing s’est aussi doté d’un nouveau simulateur avec un « vrai » châssis LM P1 et non plus une coque de monoplace.

Les objectifs de Toyota Racing sont de conserver le titre mondial et de gagner les 24 Heures du Mans, après une édition 2014 où les TS040 Hybrid ont dominé plus de la moitié de la course. « Cette année encore, nous n’engagerons que deux prototypes. On aurait pu aligner trois TS040 Hybrid, mais avec le même budget. Alors on a préféré avoir deux autos et deux équipages au top », poursuit Pascal.

La Toyota N°1 sera partagée par Anthony Davidson, Sébastien Buemi et Kazuki Nakajima. La N°2 sera confiée à Alex Wurz, Stéphane Sarrazin et Mike Conway. « Nous avons composé nos équipages afin qu’ils soient le plus homogène possible. On est également heureux d’accueillir Kamui Kobayashi comme pilote d’essais et de réserve. Il fait partie de la famille Toyota depuis longtemps. »

Autre changement important au sein de Toyota Racing, le départ de Yoshiaki Kinoshita, le président du team, remplacé par Toshio Sato, ancien ingénieur moteur chez Toyota F1. Un nouvel ingénieur-voiture, Juan Pablo Ramirez (ex F1 Caterham), aura en charge la N°2.

Après la conférence de presse dans la salle media, Toyota Racing avait donné rendez-vous aux journalistes sur la piste pour la présentation officielle de la nouvelle TS040 Hybrid/Michelin

Toyota Racing chose the day before the pre-season Prologue at Le Castellet, France, to reveal the TS040 Hybrid with ‘N°1’ proudly on its bodywork. The Japanese LM P1 prototype will continue to race in the 6MJ ERC category.

“We hesitated,” admits Toyota Racing technical boss Pascal Vasselon. “We could have switched to 8MJ but we decided not to change and try to derive maximum benefit from the 6MJ category. In 2014, we were actually between 4 and 6MJ. Our hybrid system has been modified and features a new, bigger-capacity, more powerful and lighter Nisshinbo supercapacitor.”

The Toyota TS040 Hybrid has evolved significantly since winning the 2014 WEC and 80 percent of parts have been redesigned. “The chassis is the same apart from a few mounting points, but we have worked on the car’s weight – we’re at the 870kg limit – as well as its aerodynamics and suspension in order to improve how its functions with the tyres. We are very, very pleased with the new tyres Michelin has developed.”

A choice of two aero packages will be available as a function of the different races. The 2015-specification Toyota TS040 Hybrid has already completed 26,000km in the course of four endurance sessions. Toyota Racing has also acquired a new simulator based on a ‘real’ LM P1 chassis and not a single-seater tub.

Toyota Racing’s objectives are to defend its world title and win the Le Mans 24 Hours after the TS040 Hybrid dominated for more than half the distance last June. “We will only have two cars again this year,” notes Vasselon. “We could have entered three but the budget wasn’t the same! So we decided to settle for two cars with two teams of top drivers.”

The N°1 Toyota will be shared by Anthony Davidson, Sébastien Buemi and Kazuki Nakajima, with Alex Wurz, Stéphane Sarrazin and Mike Conway in the N°2 prototype. “We wanted the driver teams to be as balanced as possible. We’re also glad to have Kamui Kobayashi on board as test and reserve driver. He’s been part of the Toyota family for some time.”

Meanwhile, Toyota Racing’s former president Yoshiaki Kinoshita has been replaced by Toshio Sato, former engine engineer at Toyota F1. The engineer for the N°2 car will be former Caterham staff member Juan Pablo Ramirez.

Walter Gotschke was Porsche’s 1988 calendar genius

The Porsche Calendar of 1988 contained specially commissioned motor-racing illustrations by brilliant artist, the late Walter Gotschke…

'Simply the best'

Born in what is now the Czech Republic, in 1912, Gotschke spent much of his early years in Germany and was drafted into military service during WWII, illustrating German cars for advertisements, often accompanied by wartime aircraft. Displaying the easily recognisable strokes of pure genius and once described by top American artist Peter Helck (known for his dramatic depictions of Edwardian chain-driven monsters) as ‘simply the best’, it is no wonder the German marque chose Gotschke for its promotional calendar.

Produced in 55cm x 60cm format, the factory calendars were commissioned by Porsche shortly before the end of the car-maker’s seven-year reign of consecutive victories at Le Mans. Stunning gouache illustrations of Richard von Frankenberg and Wolfgang von Trips in a 550 Spyder at Le Mans, the 917/30 Can-Am of Mark Donohue at Laguna Seca and Dan Gurney at the wheel of Type 801 at the 1962 French Grand Prix delighted Porsche collectors and motorsport art aficionados alike. Many of the monthly calendar pages were torn from their ring-bound spines by owners to be framed as individual prints. Intact calendars turn up from time to time, and to our eyes make enjoyable collector items. Original paintings by Gotschke are in a different league, often selling for more than £5,000 at auction.

For more information and to buy prints, visit gotschke-art.com or view all collectables in theClassic Driver Market.

‘79 Honda CB750K – Faisal Malik

Go on, admit it. At some point in your riding history, you’ve probably fantasised about your bike being able to fly. Any why wouldn’t you? Given the right set of curves, weather, and traffic (or lack there of) it’s probably the closest thing you can get to flying without getting all John Denver with things. And if Hollywood is anything to go by, it’s not just us bikers who dream of going one better than a wheelie, either. But why stop there? Why stop with air? This is exactly what Faisal Malik did when looking for some inspiration for his latest build, this very sleek-looking CB750K.

“Christopher Nolan’s ‘Interstellar’ was the main inspiration for me,” says Faisal while speaking to us direct from his Karachi launchpad. “That, and the bikes coming out of Hookie Co. in Germany.” Faisal was looking to create something which looked like it could not only hop from one country to another, but from one star to another. His hunt for a decent frame and engine started in October, 2014. “A good friend named Anas Khan, who is also an encyclopaedia of motorcycle knowledge, helped me identify a near match. I agreed to his choice but only under one condition; that he himself would supervise the build in terms of quality and performance.” Naturally, he agreed and the project took off from there.

The motorcycle they uncovered was a fairly stock ‘79 Honda CB750K. Stock, except for one small addition. It was powered by an ‘82 CB900F motor. “It hadn’t been on the road for about 3 years and it was sadly leaning against a wall in a local workshop.”

“We stripped it down until only the frame was left, and started the long process to build it up again.” The two then selected a workshop – in this case the locally based Zeeshan Motor Services. Familiar with Zeehan’s work, they knew he was always ready to take on new challenges and was full to overflowing with passion for custom bikes.

“Anas and Zeeshan got really excited when I discussed my idea about building a café racer. ‘Yes! It’s time for me to build something like that!’ Anas said, after I gave him the brief.” Then, after about 200 hours of solid work and even some dreaded reworks, Faisal finally got what he was wishing for. What you see before you is the first custom bike we’ve ever featured from Pakistan, and if the feedback it’s been getting is anything to go by, it’s got quite a few other international fans, too.

“It took a lot of research and effort to source the various parts from around the globe. We made no compromises on quality and reliability of the machine, which is in accordance with our guiding principle that “out in space, a rider shouldn’t have to worry about break downs and reliability.” So true – last time we checked there was a distinct lack of breakdown services willing to venture into a 2.7 degree Kelvin vacuum.

“This is my third transformed café racer and easily the most expensive build. In Pakistan there aren’t many cafe racers around. So, apart from my passion, this is also a humble attempt to promote the culture of café racers and customized motorcycles in our country.” Gotta love that.

[Photos by Saqib Malik]

via PIPEBURN