special, itself spawned from the Zeus Challenger sports racer. While the basic layout of the two cars is the same, the JPLM is engineered to be wider, in order to accommodate a range of driver sizes, and produces
up to 50
cars are in residence at any one time
a considerably greater level of downforce than its predecessor. The majority of Palmersport’s business comes from the corporate sector, with companies paying substantial amounts of money for track day packages. It was therefore also important for the car to look ‘right’, and following the re-design it is no coincidence that it bears a close resemblance to a certain German LPM2 contender. In order to withstand the
rigours of being driven by novices on a daily basis, with the inevitable damage and high mileage this entails, the JPLM is designed to be both sturdy and easily serviced. It is here that the compromises over a pure racecar are apparent, with components specified for durability rather
than ultimate performance. The suspension geometry was also substantially revised from the original Zeus design, to provide a more stable and forgiving platform that could be exploited by inexperienced pilots. In addition, all of the cars feature dual controls on the throttle and brake, allowing instructors to step in should things get out of hand. The end result is a fair
representation of a true sports racer. The steering is heavy, and gets heavier through fast turns as the downforce builds. Over exuberance can unsettle the chassis, but it is benign enough to be easily caught and corrected. Combined with the acres of run off at the Bedford facility, and an instructor in the passenger seat, connected through an intercom giving instructions on how to get the most out of the car, it encourages drivers to push to their limits.
TECH SPEC The JPLM
Chassis: tubular spaceframe, carbon / glass fibre bodywork
Engine: Jaguar 3.0-litre V6, 24v, naturally aspirated
Power: 267bhp
Gearbox: Hewland FTR six-speed sequential, semi- automatic paddle shift
Top speed: 165mph
Zircotec cools Astons at Nürburgring
24 Hours Advanced ceramic coating technology played its part in ensuring that Aston Martin’s latest V12 Zagato endurance racecar was able to stay cool at the epic Nürburgring 24 Hours. The coating, derived from Zircotec’s ThermoHold-based ceramic, was selected by Aston Martin as a highly effective, durable, yet lightweight method of reducing under- bonnet temperatures at the 25km Nordschleife track. The use of Zircotec’s advanced coatings on the new Aston Martin reflects the growing use of such coatings to manage heat both on the road and track. With its origins in the nuclear industry, Zircotec’s ThermoHold technology is applied to the exhaust system by plasma spraying and combats heat radiation. The resultant lower under- bonnet temperatures improved reliability and prevented heat damage to bodywork, fuel and electrical systems. Keeping heat inside the exhaust also lowered cockpit temperatures, improving driver comfort and safety.
UK business secretary visits Group Lotus
UK secretary of state for business, Vince Cable, took time to visit Group Lotus’ headquarters in Hethel, Norfolk recently. During his tour of the facilities, Cable was shown the design and styling studio, with details of the future product line up, as well as the current car production lines. Commenting on his visit to Group Lotus, Cable said: ‘Lotus is a very successful company. It’s doing very well – exporting a lot – with a great deal of ambition.
'I’ve seen the new models and I believe that this is the best of British industry, with very high levels of skill and engineering quality. Through its cars, motorsport and engineering divisions, Lotus make a key contribution to the UK automotive sector and the wider economy through the exports of its iconic cars and its world-class design engineering consultancy.’ It wasn’t all hard work and business talk, though. Undoubtedly the highlight of his visit was a chance to
show off his driving skills behind the wheel of an Evora S on Lotus’ own test track. Speaking about his track time, he commented: ‘It was absolutely great, it’s a wonderful car, very manoeuvrable and great fun. And of course, very fast. When I was a teenager I used to go to aerodromes in Yorkshire where the first generation of Chapman’s Lotus cars competed with Jim Clark at the wheel, so this is really a lifetime ambition I’ve fulfilled here.’
Drayson and Lola’s electrical connection British racecar builder Lola is to build an all-electric sports prototype racer with sportscar team and electric vehicle motorsport specialist Drayson Racing Technologies. The car, which is to be designated the Lola-Drayson B12/69EV, will be developed by the two companies with Drayson taking care of the electric drivetrain and Lola the chassis.
September 2011 •
www.racecar-engineering.com 83
BRIEFLY...
MSA issues amendment to Formula Cadet engine tender The UK Motor Sports Association (MSA) has issued a revised Formula Cadet engine tender document, featuring an amendment regarding the provision of flat spaces for bar codes on the engine. The amended tender document can be accessed on the MSA website. Manufacturers are reminded that notices of intent must be sent to MSA technical administrator, Joe Hickerton, by post or email by no later than 1 August 2011, as detailed in the tender document. For further information, contact the MSA technical department.
Red flag for Red Bull The Red Bull Racing NASCAR team has announced that it will shut at the end of the season, but team manager Jay Frye is actively seeking investors to take over the operation from Red Bull in an attempt to keep the two-car team intact. Such a plan could also involve Hendrick Motorsports supplied engines and chassis.
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