24 Hours of LaMans - Nissan Deltawing

[MadScientist]

OK so I can't post this in the Nissan News section so here it is....

Currently the 24 Hours of LaMans is on Speed, and today is the first time Nissan is running the all new Deltawing... what is it?

Originally Posted by AutoBlog.com

The Nissan DeltaWing took it first laps at Circuit de la Sarthe yesterday during practice sessions for the 80th running of the 24 Hours of Le Mans that's fast approaching. The world's oldest endurance race takes place in less than two weeks. While the DeltaWing underwent its first public testing session back in March at Sebring, this is the first time its drivers – Michael Krumm, Satoshi Motoyama and Marino Franchitti – have driven it at Le Mans.

The team was able to complete 54 practice laps, almost all of which were on the same set of tires. A brief instance of weather allowed for a single lap to be run on rain tires. The DeltaWing's quickest practice lap of 3 minutes, 47.980 seconds came at the hands of Motoyama. Based on the results of last year's 24 Hours of Le Mans, that lap time would make the odd-looking DeltaWing competitive with the LMP2 class of cars, and notably quicker than either class of GT cars.

The DeltaWing will compete at Le Mans in the experimental "Garage 56" class meant to showcase innovative technology, and with half the weight, half the horsepower and half the aerodynamic drag of a typical Le Mans Prototype car, should consume tires and fuel at a much lower rate than the rest of the field. Backed by both Nissan and Michelin, the DeltaWing is powered by a 300-horsepower 1.6-liter Nissan DIG-T turbo engine and rides on special tires developed by Michelin that are only four inches wide in the front.

http://www.autoblog.com/photos/nissan-deltawing/





http://www.youtube.com/watch?feature...&v=dUBwNu_AY8I

ENGINE
Type: 4 cylinder 1.6-litre Nissan DIG-T (Direct Injection Gasoline-Turbo)
Maximum Power Output: 300bhp at 7400 rpm
Maximum Torque Output: 310Nm constant from 4000 to 6750rpm
Throttle Body: Diameter 50mm from Nissan 1.6-litre normally aspirated Juke engine
Throttle Type: Drive-by-wire
Cylinder Bore: Linerless with spray coating, as used in Nissan performance engines and future downsized road car engines
Cylinder Head: High flow tumble port similar to road car DIG-T engines, a Nissan Pure Drive technology
Cam Shaft: Features diamond-like coating and nano finish, both Nissan Pure Drive technology
Water Pump: Electrically powered on DeltaWing, Nissan road cars will adopt electric water pumps to improve fuel efficiency in future
Cylinder Block weight: 15kg
Engine weight: 91kg
Oil sump: Machined from Aluminium billet for light weight and to reduce engine height for installation
Fuel type: Le Mans Shell E10 petro 98RON
Exhaust system: Inconel 4 into 1 exhaust with external wastegate


TRANSMISSION

Gearbox: 5-speed sequential
Clutch: 2 plate carbon. 4.5”
Shift System: Electrically actuated direct barrel rotation paddle shift
Crown wheel and pinion: Planetary final driver potentially featuring efficient torque vectoring differential technology
Drive shafts: Equal length tripod-jointed half shafts


CHASSIS

Chassis type: FIA homologated carbon fibre monocoupe
Front suspension: Double-wishbone, unequal length, with coil over shock units to lower wishbones. 4130 heat-treated thin wall tubular steel welded construction
Rear suspension: Double-wishbone, unequal length, with pushrod/rocker actuation of coil over shock units. Motion ratio discriminiation between heave and roll via fulcrum arm on rear anti roll bar axis
Dampers: Coil over hydraulic dampers
Anti-roll bars: Torsion bar (rear). No front anti-roll bar
Steering: Bevel quadrant steering box without power assist. Rear axle torque vectoring functionality will not be used in race mode
Jacking: Air jack
Fuel tank FIA-specification gasoline fuel cell
Brakes: Vented PFC Carbon/Carbon discs with 4-pot aluminium monoblock calipers
Brake bias: 40% torque bias front
Brake Ventilated uprights/air cooled
Front brake size: 280mm diameter, 18mm thick
Rear brake size: 320mm diameter, 25mm thick
Wheels: Forged magnesium 1 piece
Front wheel size: 15" diameter, 4" wide
Rear wheel size: 15" diameter, 12.5" wide
Front tyres: 10/31/15 Michelin
Rear tyres: 310/620/15 Michelin


WEIGHTS & DIMENSIONS

Weight: 475kg without fuel or driver, 575kg with fuel and driver
Weight distribution (front/rear) 28/72
Overall Length: 4.65m
Front width: 0.76m
Rear width: 2.08m
Height: 1.03m
Wheelbase: 3.05m
Track width (front) 0.6m
Track width (rear) 1.74m
Minimum ground clearance (front/rear) 30mm/60mm
Fuel tank capacity: 40 litres


BODYWORK

Tub and body panels: Carbon composite
Aerodynamics: Twin vortex underbody downforce system – BLAT (Boundary Layer Adhesion Technology)
Centre of pressure: 25% front, 75% rear
Coefficient of drag: 0.35


PERFORMANCE

Top speed: 315kph
0-100km/h: 3.3 sec
Fuel consumption: Estimated 230-250gm/kwh
FEATURES
Engine and transmission are “non-stressed members” in the chassis structural design which allows the installation of a wide variety of lightweight powertrains.

The car features a 4 cylinder 1600cc liquid intercooled turbocharged engine that will produce approximately 300 horsepower at 8,000 rpm and weigh 70kg.

Transmission is a 5 speed plus reverse longitudinal design with electrical sequential paddle shift actuation. The differential features an efficient variable torque steer/differential speed-controlled planetary final drive reduction layout with the entire transmission weighing only 33kg.

Vehicle weight distribution is necessarily more rearward than traditionally seen with 72.5% of the mass between the wide track larger rear tires.

76% of the aerodynamic downforce acts on the rear of the car which has a lift to drag ratio of >5.0.

Rear wheel drive coupled with the rearward weight and aerodynamic distributions greatly enhances inline acceleration capability.

Unique amongst today’s racing cars, more than 50% of the vehicle’s braking force is generated behind the center of gravity giving a dynamically stable response.

Locking propensity of the un-laden front wheel at corner entry is greatly reduced due to virtually no lateral load transfer with the narrow front track/wide rear track layout, steered wheel “scrub drag” moment is virtually zero greatly increasing tire utilization and reducing mid turn understeer.

Advanced computer modeling of structures, impact energy management, aerodynamics, vehicle dynamics and tires has been used to develop the DeltaWing design.

Driver position, restraint layout and energy absorbing structures designed to meet the latest occupant survival criteria.

Hour 2 - 16:27:18 No 0 Deltawing has gearbox problem (Michael KRUMM)
Hour 4 - 18:40:21 No 0 Deltawing has had gearshift problem but ok now (Satoshi MOTOYAMA)

#0 DELTA WING DELTA WING NISSAN (Michael KRUMM)

....and it just got run off the track (by a LMP) and seems to be out of the race at this point... hopefully they get it back on track.