"Tim (Fractal Footwork)" (fractalfootwork)
03/25/2014 at 15:29 • Filed to: Technically WEC, Technically World Endurance Championship, WEC, World Endurance Championship, Audi R18 E-Tron Quattro, Porsche 919, Toyota TS040, OppositeLock
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"Tim (Fractal Footwork)" (fractalfootwork)
03/25/2014 at 15:29 • Filed to: Technically WEC, Technically World Endurance Championship, WEC, World Endurance Championship, Audi R18 E-Tron Quattro, Porsche 919, Toyota TS040, OppositeLock | 3
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Technical innovation is what makes WEC so different from any other form of racing. The on track action is as much played out by the engineers and aerodynamicists as it is the drivers. We are here to admire, study, and discuss this beauty that exists on the ragged edge of what we think is possible, or at least what we thought was possible.
While WEC isn't as technically competitive as Formula 1, its more open nature and lack of serious hampering regulations often produces more interesting and effective solutions to technical, engineering, and aerodynamic problems.
Discussions and questions are welcomed and encouraged in the comments section below. I do not know WEC to the same extent as F1, so feel free to comment and explain something you see.
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Audi R18 E-Tron Quattro
The pictures of the Audi R18 are taken by !!!error: Indecipherable SUB-paragraph formatting!!! on his potato camera of a phone within the last few hours for the debut of the finalized livery.
Bodywork controls airflow from the front splitter. (explained below)
Exposed R18.
Porsche 919
Top down view of the Porsche 919 with love-it-or-hate-it paint.
Side view of the 919.
919 front-end detail.
This is quite the interesting view. Notice the T-tray?
WEC cars are much more advanced than F1 cars for the fact that they have a more complicated, and quite deceiving, method of producing front-end downforce.
The front splitter does more than just separate the air; (1) it separates the airflow underneath the chassis, (2) produces downforce on its own (note it's angle of attack and curvature), and (3) sets up air for what is basically front end diffuser. The air then, instead of going back to the rear of the car, is vented out behind the front wheels.
919 rear-end detail.
virtual simulation of 919 airflow by Porsche themselves.
919 chassis and power unit detail.
front-end MGU.
919 cross-section detail.
919 2.0L V4 turbocharged engine.
Toyota TS040
So far, Toyota have only released a teaser video of their 2014 Le Mans/WEC competitor, but I do believe it's going to be the most beautiful entrant.
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The WEC season starts on April 20th at Silverstone.
[ Select images from !!!error: Indecipherable SUB-paragraph formatting!!! and !!!error: Indecipherable SUB-paragraph formatting!!! ]
Jonathon Klein
> Tim (Fractal Footwork)
03/25/2014 at 16:03 |
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That TS040 noise when the engine kicks on is addictive!
sliding-sideways
> Tim (Fractal Footwork)
03/25/2014 at 17:01 |
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I'm kind of surprised that Porsche and Toyota are using a more vertical front end than the Audi. Conventional aerodynamics assumes a more horizontal surface is more efficient, so I am curious about Porsche and Toyota's aero philosophy.
Also, the Porsche has a catfish face.
Stef Schrader
> Tim (Fractal Footwork)
03/25/2014 at 17:12 |
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HA. VAG part numbers!
desertdog5051
> Tim (Fractal Footwork)
03/25/2014 at 17:56 |
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Great post, thanks.
captain_spleen
> Tim (Fractal Footwork)
03/27/2014 at 03:27 |
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The headlights on the Porsche remind me of
