BTCC NGTC
2.0-litre turbocharged spec engines provide a reliable 300bhp. Teams can use these or opt to develop their own similar powerplants to TOCA specs
made it difficult for ourselves because we opted to run with the Avensis engine, giving ourselves double trouble, and we struggled at the beginning of the year. Out of the box we didn’t have any real problems with the chassis, it was engine issues that plagued us.’ TOCA recognises there will
inevitably be differences in engine performance and has implemented a flow testing programme under the direction of Lotus Engineering to benchmark each of the units. BTCC series director, Alan Gow, explains the reasoning behind this: ‘The purpose of this programme is not to make every race engine perform in exactly the same way – it’s only right that the best engineering, the best design, the best teams and, of
DARK MATTER O
n a front-wheel drive Touring Car, tyres are always a
limiting factor and managing the spec Dunlops efficiently is a key contributor to success in a race. Peter Crolla, team manager of Team Dynamics, explains that the first challenge is getting heat into the under-utilised rears. ‘We send the car to the grid on tyres that have been scrubbed in free practice. When it arrives on the grid, there should be approximately seven minutes before the start of the green-flag lap to cross the fronts and rears. That means the left front swaps with the right rear and vice versa. This puts the hotter tyres on the back of the car ready for the race.’
Once the race starts, tyre management in the early laps is crucial. ‘The drivers have to stay off the kerbs for the first two or three laps because until they come up to full temperature and pressure they are very vulnerable to damage.’ At this point the drivers can push harder and this is where you see experienced drivers catching the early leaders. ‘A lot depends on the circuit
and weather conditions but, after the initial drop-off at the start of a race, the tyres tend to degrade gradually throughout the 25-minute race, but they have been marginal at some events, particularly in hotter conditions.’ Charles Armstrong-Wilson
48
www.racecar-engineering.com • February 2012
Spec front and rear subframes with pushrod-actuated dampers are a major departure from previous BTCC practice, and can accomodate FWD and RWD
“one of the big disappointments of the 2011 season [was] that none of the big teams ran the new cars”
course, the best drivers still see their efforts related to their on-track performances. The test programme is simply to reduce any wide performance variances resulting from significant differences in the fundamental port / valve designs of the original production engines. It will identify and quantify those that produce superior airflow through the cylinder head and those that don’t, so their baseline turbo boost pressure is set accordingly. Thereafter, during the
course of the season, a strict
mathematic calculation – based on a rolling average of each model’s qualifying and lap times over a set number of events – will determine if any further changes should be made to their respective boost levels.’ Given the superiority in terms
of both cost and performance of the new generation turbocharged engines, it is unlikely that there will be a competitive naturally aspirated car in 2012, if indeed any are present at all on the grid. Technically, this should make life easier in terms of performance balancing for the organisers, with boost pressure adjustments being a simple and effective means to reel in any team that has too great a power advantage.
THE FUTURE TOCA says it hopes the BTCC field in 2012 will be made up of at least 50 per cent NGTCs, with some of the established top teams coming on board with the project. This will address what Riches sees as one of the big disappointments of the 2011 season, that none of the big teams ran the new cars. Notable amongst those changing to the NGTC formula for next season is Honda Racing, who will be fielding an all-new Honda Civic. Given the resources available to that team, it is likely this will be the first true insight
into the potential pace of the new package. However, the experience gained by the new teams in 2011 will stand them in good stead, having had the opportunity to iron out teething problems in their debut season. Despite only having run for
a portion of the championship, Wrathall is happy with the results achieved so far: ‘It has given us two key things – Touring Car experience for the team and driving experience for Frank (jr). But, more importantly, we now know what to do to make the car go faster, which we can implement this winter. The good thing about it is that I never wanted to do something where you do not have a big engineering input. With this package you can make a difference, with good engineering within the freedom of the rules. Even the big teams will go through a period of learning. Obviously, they have greater resources and more staff, but I think it is possible for a smaller team to be competitive.’ Despite some initial concerns,
it would seem that the NGTC has done nothing to water down the challenge of the BTCC, rather adding to it for the teams that have already made the switch. And it appears to be saving those teams money, too. Wrathall, with a full season now under his belt, is positive about the future, but warns that teams should be under no illusions: ‘If anyone is heading into the NGTC thinking it is like a one-make series, where you pick up a car and race… they are in for a shock. And that is exactly how it should be.’
LAWRENCE BUTCHER
LAWRENCE BUTCHER
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