FEATURE PEUGEOT 908
Peugeot has optimised everything on the new car, including the suspension system, which has allowed the drivers to attack the kerbs and look after tyre wear. Proving its worth, at Spa, Pedro Lamy triple-stinted a set of Michelins
have to be within two per cent, and at Sebring the HPD was within one per cent. If the HPD was in Spa, there would be no reason to change anything. In Le Castellet there were no diesel cars, and in Spa the HPD was not there.’ The characteristics of the eight-cylinder engine are similar to those of the large V12
“Peugeot has opted to put its faith in its aerodynamics department”
housed in the previous car. The v angle has been decreased – from 100 degrees to 90 in the V8 – to help with packaging, but the new engine is still producing an immense amount of power. The new 908 has a top speed
comparable to the factory cars in 2010, which, even given the advances in the aero package, mean the engine is producing impressive power. The weight distribution is better than the old car, due mainly to the new engine. Dropping from a 5.5-litre V12 to a 3.7-litre V8 has meant a much smaller package, and the cooling systems and gearbox are also more compact.
18
www.racecarengineering.com • August 2011 ‘The sidepods are smaller and lighter
because the radiators are smaller,’ explains Famin. ‘We have saved weight, and drag. The gearbox is much smaller, and is completely new because the torque is lower. [But] because the engine is shorter, we had to find a way to maintain a reasonable wheelbase. It is a more compact car.’ The six-speed gearbox is cast aluminium, saving further weight at the rear, and Peugeot is believed to have switched chassis supplier this year, and worked on improving driver visibility. With the reduction in power, Audi
has chosen to put its faith in its engine department recouping losses, whereas Peugeot has opted to put its faith in its aerodynamics department, reducing drag while maintaining downforce.
Aero trade-off ‘Given the big reduction in engine power resulting from the 2011 regulations, we had to take a fresh look at the trade- off between aerodynamics, drag and downforce,’ says Famin. ‘The latter has been significantly reduced in order to maintain a reasonably high top speed.’ Airflow through the cockpit has been improved and, with a slight change in the
regulations, Peugeot has dispensed with the air conditioning system that worried the team so much on the old car. Now, instead of a set maximum temperature in the cockpit – previously 35degC if the ambient temperature was above 32degC, or less than or equal to external temperature below 32degC – the new rule is that the temperature must be no higher than seven degrees above ambient up to 25degC, and 32degC at any other time. A seemingly small change perhaps, but one which means air conditioning is no longer a necessity as the temperature can be better controlled with airflow into and out of the cockpit, removing the significant power drain offered by an air conditioning pump. Like Aston Martin and Audi, Peugeot
has opted to run the same size tyres front and rear, eliminating the understeer from the old car, though that has placed more emphasis on rear-end stability. ‘The front suspension we have adapted to the bigger tyre, and nothing else,’ explains Famin. ‘The parts are new and we re-designed the wishbones because the chassis is different, so the drivers are accommodated better. The differences are not big, but we have capitalised on
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100