Since 2022, cars in the UK’s top touring car series have been running with an electric motor that contributes to a 60bhp power boost when deployed by the driver. The technology was introduced to replace success ballast, as part of the series’ push to become more sustainable.

However, the BTCC will switch its sustainability focus to using fossil-free fuels to run the non-hybrid internal combustion engines. A statement from the series said dropping the hybrid system would make the cars ‘lighter and more dynamic’ with around 55kg taken out.

Haltermann Carless will provide its Hiperflo ECO102 R100 to all cars on the grid. The product is 100 per cent fossil fuel free and is derived from non-crude biological and synthetic sources. Carless is already providing a 20 per cent sustainable fuel to the BTCC, as part of an agreement running from 2022 to 2026.

As explored in the June issue of Racecar Engineering, the BTCC has been evaluating an upgrade to 100 per cent sustainable fuel for several months, providing blends for the engine builders to test.

Cosworth, which supplied the spec hybrid system, will remain involved in the championship through its provision of electronics and control systems equipment.

‘The introduction of 100 per cent fossil free sustainable fuel for 2025 shows that the BTCC remains committed to innovation in motorsport,’ said BTCC chief executive Alan Gow. ‘As the highest profile championship in the UK, this introduction is a significant and essential step in maintaining the competitiveness and excitement synonymous with the BTCC, but in a more sustainable and forward-thinking way.

‘The hybrid era was a great one for the BTCC. Six years ago, when we first announced hybrid, it was a technology still in its relative infancy within motorsport. We’ve successfully completed that programme – and really have no more to prove in that respect – whilst others have yet to catch up.

‘But, as we’ve now ticked that box we can move further forward with the introduction of the fossil-free sustainable fuel, whilst very importantly delivering the same performance parameters that made this year’s BTCC such a memorable one.

‘We don’t just sit still with the BTCC – we evolve, and we advance, as today’s announcement firmly underlines.’

The BTCC hybrid system provided a 15-second power boost to cars. Based on prior results, some drivers would have more laps of boost available than others, adding a strategic element to races. This year, the BTCC doubled the amount of boost available, from 30bhp to 60bhp. The increase came in the form of updates to the turbocharger, whilst the power output of the electric motor was kept the same because the low voltage, 48V battery could not be pushed any further.

The abandonment of hybrid power will come as a relief to teams that had been worried about the rising cost of leasing the system each season.

The BTCC has confirmed that the amount of power generated by the boost will remain the same next year, but it will all come from the turbo now the electric motor has been dropped. Additionally, teams will no longer be able to see when their competitors are using the turbo boost, to help promote less predictable racing.

The post BTCC Drops Hybrid Systems for 100 per cent Sustainable Fuel appeared first on Racecar Engineering.

London based Peer Group plc has announced that they are offering for sale its state-of-the-art moving road wind tunnel facility that in 2024 has been substantially upgraded to meet the very latest motorsport and automotive aerodynamic testing needs.

This 50 per cent wind tunnel features an array of advanced capabilities, has been proven to deliver exceptional aerodynamic correlation with track / road and has demonstrated major race car championship winning credentials. Its key differentiator is airflow quality, underpinned by extremely low and consistent turbulence levels, which enable superior test results in comparison to most other wind tunnels worldwide.

The facility, currently located in Huntingdon, UK, was designed, built and continually developed by Lola Cars International Limited, the famous race car manufacturer.

Lola originally acquired the wind tunnel from British Aerospace, re-locating and substantially re-designing it to create an advanced motorsport and automotive aerodynamic testing facility.

Opening in 1998, it quickly became a central part of Lola’s in-house research and development processes, whilst also providing aerodynamic test services to other race car teams, several Formula 1 teams and automotive OEMs.

Since its inception, the Lola wind tunnel facility has been owned by Peer Group plc, or one of its subsidiaries. Peer Group and Lola Cars International were both founded by the late Martin Birrane, Lola’s owner from 1997 to 2021.

Peer Group is now offering the tunnel facility for sale following a 3-year lease to the new Lola Cars business which was formed in 2021 following its purchase of the Lola name and IP from Peer Group.

‘For race car manufacturers, race teams, automotive OEMs and for businesses providing motorsport and automotive engineering services, this opportunity represents incredible value in relation to the cost of building and developing a new wind tunnel, especially as its modular steel construction makes it ideal for relocation to wherever a buyer wishes,’ said Howard Dawson, Peer Group’s managing director.

‘The 2024 major upgrade to the tunnel’s systems now provides for pre-programmed automated testing with full model motion control and easy integration with the very latest sensor technologies, all controlled by Cosworth’s Diablo software which was specifically designed for advanced wind tunnel applications.

‘Project managed by Lola Cars, which since 2021 has been under the ownership of Till Bechtolsheimer, we’ve basically taken what was already one of the best 50% scale motorsport wind tunnels worldwide and brought it up to date with the latest standards of race and road vehicle aerodynamic testing.’

The facility includes an array of supporting workshops, tooling and equipment, including a 7-post chassis rig. The wind tunnel is of steel modular construction allowing for easy relocation worldwide.

David McRobert, who is handling the sale on behalf of Peer Group plc, said: ‘We expect interest from organisations around the world. For some, a UK facility may not be practical, so we’re offering the option of a ‘tunnel only’ purchase, allowing it to be relocated worldwide.’

Wind tunnel details

Flow Quality

The test section accommodates up to 50 per cent scale race car models for maximum accuracy. A combination of flow conditioning screens and high contraction ratio were specified to ensure excellent turbulence and boundary layer control for a tunnel of this size and type, yielding superior quality, accuracy and repeatability of results.

Air Management

The tunnel’s high top wind speed delivers test results with excellent correlation to full size performance. Heat generated by the main fan is dissipated through a large heat exchanger positioned in the air stream and a 520kW chiller unit, preventing temperature build-up and hot spots.

Environmental

The tunnel was designed to provide an extremely low noise signature as required for 24/7 testing.

Balance System

A 6-component overhead balance system manufactured by aerodynamic equipment specialists Aerotech is at the heart of the wind tunnel’s data gathering system. It facilitates precise measurement of lift, drag and lateral forces, along with their associated moments of yaw, roll and pitch.

The overhead balance is mounted on an independent pile foundation to eliminate the influence of external vibrations. Accuracy is maintained by a self correcting calibration system.

Model Control

Hydraulic control of the model’s attitude is fully computerised, enabling constant model motion during runs including yaw and roll plus front wheel steering up to plus ± 10 degrees. A unique feature of the system is the ability to change wheelbase and track from the control room, increasing productivity and flexibility.

Rolling Road Control

The entire rolling road section can be yawed with, or separately from, the model to simulate the aerodynamic effects of slip angles and crosswinds. This data is especially useful for vehicles with less downforce and / or more frontal area (i.e. road cars or EVs).

Computer system

The wind tunnel is controlled by the latest Cosworth Diablo software which was originally designed specifically for complex wind tunnel applications.

Diablo provides a high degree of test automation with tests configured in advance, then automatically managed to run through a sequence of test conditions, controlling and coordinating subsystems, whilst collecting the experimental data and logging it to the PC storage. Data can be analysed while the test proceeds, and performance metrics written into a SQL database. Computer hardware was renewed in 2024.

Facility detail

The 985 sq.m (10,600 sq.ft.) building is of standard industrial building steel frame clad construction and is spread over three floors.

The wind tunnel sits within the facility on separate concrete foundations designed to eliminate movement and vibration. It was designed by Lola to be a stand-alone vehicle research and development facility.

The ground floor contains various workshop areas and access to the wind tunnel rolling road. It also includes a workshop housing a valuable seven-post chassis rig, designed to test and develop vehicle structures and dynamics. This can run a full range of road and race chassis simulations, including use of aerodynamic load data generated during wind tunnel testing. The rig has not been used for several years and requires recommissioning.

The first floor contains the wind tunnel working section and the wind tunnel control room plus a large workshop and tooling for wind tunnel model manufacture and modification. There is also a large lift for transporting test models and equipment from the ground floor.

THE FACILITY IS BEING OFFERED FOR SALE WITH A GUIDE PRICE OF £2.5 M + VAT.

FOR FURTHER INFORMATION, PLEASE CONTACT DAVID MCROBERT – D.MCROBERT@FLYFIVE.CO.UK

07552 012755 (UK) OR + 44 7552 012755 (INTERNATIONAL)

The post Your Chance to Buy Lola’s State-of-the-Art, Relocatable Wind Tunnel appeared first on Racecar Engineering.

LABA7 explains how an electromagnetically-actuated damper test system generates enhanced accuracy and control for a vital aspect of racecar set-up

Lithuania is not the first country that springs to mind when you think about motorsport. Its most famous contribution is probably the Palanga 1006km, an unusual sportscar race held on a closed public highway that today features GT3 cars. However, dig a little deeper, and it becomes clear that the Baltic nation has quietly become home to a rising star in suspension testing: LABA7.

The company, based in the capital city, Vilnius, has already made a name for itself as a specialist in high quality suspension testing and servicing tools. Established in 2018 to develop and deliver high quality equipment such as Scotch-Yoke dynos, spring rate testers, corner weight scales and suspension bleeders, it is now disrupting the market further with its new electromagnetic-actuated damper test system, the EMA, which promises to raise the bar in terms of suspension testing technology. Combining cutting-edge technology, affordability, and a user-friendly design, the EMA delivers superior performance and value.

Precision testing

One of the EMA’s most innovative features is the integration of its control unit and data logger into a single board. This design allows the system to sample test results at an impressive 20kHz, avoiding possible phase shifts and ensuring data accuracy. The EMA controls electromagnetic motors and records data with precision down to a nearly imperceptible 50nm, detecting even the smallest changes in damper performance.

For motorsport teams, where every millisecond counts, having a testing system that delivers precise, repeatable results is invaluable. LABA7’s EMA is designed to do just that, offering exceptional accuracy and control.

Speed and power

Despite its meticulous precision, the EMA can also test dampers at extreme speeds and loads. It achieves a maximum velocity of 7m/s and can withstand an impressive acceleration of 40g. At the lower end of the spectrum, it can test dampers at just 1mm/s, essential for measuring seal drag and friction.

LABA7 offers the EMA in four models. The entry-level 30kW model delivers a peak force of 11.9kN at 2m/s, which is more than sufficient for most suspension systems. For those needing more power, the top-tier model produces a peak force of 45.4kN, ensuring robust testing capabilities across a range of applications.

Another standout feature of the EMA is its innovative power supply unit. Traditional electromagnetic shock dynos require high voltage and amperage inputs, often needing expensive and specialised infrastructure.

LABA7 solved this issue with a unique solution that stores energy in supercapacitors, releasing it only when the system is active during testing. As a result, EMA models can run on standard three-phase 380V / 8-16A inputs.

The smallest model can even be optimised to run from a standard 220 / 240V socket, making installation simple and cost effective.

Streamlined with software

LABA7 has designed the EMA’s software for ease of use. While it may sound like a cliché, the focus on user experience has resulted in an intuitive and easy-to-navigate interface, significantly reducing the learning curve for the user.

Motorsport teams are likely to appreciate the ability to edit custom waveforms before testing. This feature allows the operator to easily trim track data after importing it from telemetry devices. Focus on specific segments of a course can be invaluable when testing damper performance for specific real-world racing scenarios. Due to its high accuracy, the EMA can test any shock absorber and replicate a wide range of conditions, exposing the tiniest discrepancies in damper performance across a wide range of standard waveforms such as sine, triangle, square and pulse.

After testing, the software facilitates in-depth analysis by allowing operators to overlay individual cycles and slide graphs, making it easy to pinpoint performance gains or losses. In addition, the system integrates seamlessly with external sensors and other testing equipment, allowing for a comprehensive evaluation of damper performance.

Another valuable feature introduced by LABA7 is a cloud-based shock dyno library. This service simplifies storage, sharing and analysis of data across multiple departments, and supports test data from both the EMA and Scotch-Yoke dynos.

The EMA’s modular design and remote troubleshooting capabilities also make maintenance simple and cost effective. LABA7’s Fast-Fix warranty further ensures quick resolution of any issues, with spare parts typically dispatched within a week, minimising the amount of disruption to motorsport teams’ test and race schedules.

Unlike hydraulic shock dynos, which require frequent maintenance due to potential leaks and fluid replacements, the EMA’s electromagnetic design involves fewer mechanical components that wear out over time. This not only reduces downtime but also slashes the overall cost of ownership.

Competitive edge

What truly sets the EMA system apart, though, is its affordability. Priced from €50,000 (approx. $55,170), it costs less than half compared to competitors’ products. LABA7 says it has been able to keep the cost down by minimising reliance on third parties.

As motorsport continues to evolve, the demand for precision, efficiency and cost effectiveness in suspension testing is greater than ever. LABA7’s EMA is a groundbreaking solution that meets these demands head on.

‘The EMA system represents a new benchmark in damper testing,’ says Andrius Liškus, founder and CEO of LABA7. ‘We combined high precision, energy efficiency and user-friendly design to create a tool that not only enhances performance but also makes advanced suspension testing accessible to more motorsport teams.

‘Our focus with the EMA system was to deliver cutting-edge technology without the high costs typically associated with advanced damper testing. By simplifying installation and reducing maintenance, we’re giving motorsport teams the tools to push performance limits without breaking the bank.’

By offering unmatched accuracy, energy efficiency and ease of use, all at a highly competitive price, LABA7 is positioned to become a key player in the motorsport
testing landscape.

For teams seeking to gain a competitive edge – and point out a team in any form of motorsport that isn’t – the EMA range sets a new standard in damper testing, pushing the boundaries of what is possible on track. With these developments, LABA7 is helping to put Lithuanian engineering expertise on the map.

The post How LABA7’s Damper Test System is Shaking Up the Market appeared first on Racecar Engineering.

The long-rumoured agreement will see Toyota provide design, technical and manufacturing services to Haas. The F1 team’s announcement of the tie-up said that it would also ‘offer technical expertise and commercial benefits’ in return.

Toyota hopes the agreement will open a pathway for its young engineers and drivers to access F1. Toyota Gazoo Racing engineers and mechanics will take part in the team’s aerodynamic and track testing work. They will also help to design and manufacture carbon fibre parts.

Haas is a multinational F1 operation, with facilities in Italy, the United Kingdom and the United States. Its Italian design office in Maranello is tied to its status as a Ferrari power unit customer; Haas conducts its wind tunnel aero testing from Ferrari’s in-house facility. Its Banbury base in the UK houses its operational functions, such as vehicle performance management, control systems work, logistics and race support. Kannapolis in North Carolina is home to the team’s marketing, accounting and administration activities.

‘I’m hugely excited that Haas F1 Team and Toyota Gazoo Racing have come together to enter into this technical partnership,’ said Haas F1 team principal Ayao Komatsu. ‘To have a world leader in the automotive sector support and work alongside our organisation, while seeking to develop and accelerate their own technical and engineering expertise – it’s simply a partnership with obvious benefits on both sides.

‘The ability to tap into the resources and knowledge base available at Toyota Gazoo Racing, while benefiting from their technical and manufacturing processes, will be instrumental in our own development and our clear desire to further increase our competitiveness in Formula 1. In return we offer a platform for Toyota Gazoo Racing to fully utilise and subsequently advance their in-house engineering capabilities.’

Toyota ran a works F1 team from Cologne – now the site of factory WEC and WRC efforts – from 2002 to 2009. It remained involved in the championship after that as a background player, providing McLaren with access to its wind tunnel until the British team built a new one in-house last year. Haas will not use Toyota’s wind tunnel under the new partnership, with the team confirming it will continue to use Ferrari’s facility only.

‘We are pleased to announce that Haas F1 Team and Toyota Gazoo Racing have concluded a basic agreement to enter a technical partnership such as Haas vehicle development,’ said Tomoya Takahashi, president of Gazoo Racing Company. ‘We would like to express our gratitude to Mr. Gene Haas, Mr. Ayao Komatsu, Mr. Stefano Domenicali (CEO – Formula 1), Mr. Fred Vasseur (team principal – Scuderia Ferrari), and all our existing partners of the team for their exceptional cooperation and understanding in this collaboration.

‘By competing alongside Haas F1 Team at the pinnacle of motorsports, we aim to cultivate drivers, engineers, and mechanics while strengthening the capabilities of Haas F1 Team and Toyota Gazoo Racing, and we desire to contribute to motorsports and the automotive industry.’

Despite the new Toyota tie-up, Haas will remain a Ferrari power unit customer until the end of 2028, taking it through the transition into the new technical regulations which arrive after next year.

The post Haas F1 Team Enters Technical Partnership With Toyota appeared first on Racecar Engineering.

Developed by the Czech manufacturer’s racing department, the Škoda Enyaq RS Race is 316kg lighter than the electric road model on which it is based, courtesy of weight-saving biocomposite parts incorporating flax fibre. These have been installed on several parts of the car’s body, including the bumpers, wing panels, roof and vent, and rear wing. Inside, the same materials have been used for the dashboard, door panels, footrests and roof, in place of the road car’s panoramic sun roof.

Although not built to compete in a series, the Škoda Enyaq RS Race has been designed to emulate the handling characteristics of the company’s Fabia RS Rally2 car. It uses the same electric powertrain as the Enyaq Coupé vRS with adjusted dimensions: the battery pack is 70mm lower, 72mm wider at the front and 116mm wider at the rear. The 82kW battery and pair of electric motors with a combined 250kW output have been retained. Škoda has given the RS Race a stop speed of 180km/h (112mph), the same as the production version, although the lighter racecar has superior acceleration, achieving 0-100km/h in 4.6 seconds.

The chassis has been lowered and widened, while the bumpers have been redesigned. New dampers and springs have also been installed in a suspension package that allows for individual adjustments to spring stiffness, compression, and rebound settings.

‘After [the] first sketches, it was possible to see our RS Race will be very sporty,’ says Jakub Jareš, Škoda Enyaq RS Race project manager. ‘This was a task for our engineering to be as close as possible to our current Fabia RS Rally2 concerning handling and interior. The car has a reinforced body shell and integrated safety frame, just like our competition car, according to the current FIA regulations.’

To emulate its Rally2 car’s handling, Škoda Motorsport replaced the Enyaq road car’s brake system with carbon ceramic discs, 10-piston callipers at the front and four-piston callipers at the rear. The RS Race also sports a new brake cooling system for the beefed up arrangement. Škoda has also introduced a rally-style handbrake and borrowed the pedal system from its Rally2 machine.

‘We have focused carefully on the handling,’ says Miloš Vrba, transmission engineer at Škoda Motorsport. ‘The basic powertrain layout, including the battery and the power, is identical to the power, is identical to the production car. We have added a hydraulic handbrake, front and rear self-locking differential and a few other competition bits.’

The mechanical self-locking differentials at front and rear are designed to allow maximum power and torque to be transferred to the track surface.

Steering and control systems have also received attention. The steering wheel is designed to resemble that used in the Rally2 car, while the rack-and-pinion steering used in the road model has been replaced with linear steering. This has adjustable steering weight controlled by software; the drive ratio has been enhanced for racecar levels of performance. The 20-inch wheels – same size as the road car – are fitted with low-profile tyres.

Additionally, the cockpit has two seats and there is a spare wheel in the back, again resembling a rally vehicle. All pedals, except for the clutch, have been taken from the Fabis RS Rally2.

The initial test runs were conducted with Oliver Solberg at the wheel. The Swede is a Škoda Motorsport test driver and currently leads in the FIA WRC2 Championship.

‘I never thought I’d drive an electric car sideways,’ he says. ‘This car works really well. It doesn’t feel like an SUV, it’s stable, has steering with a steeper gear ratio and a newly mapped power steering, thanks to which the nose responds very nimbly to steering wheel commands. You can drive it fast. It’s an electric car, so the onset of power is immediate, it handles great and it’s stable under braking. Everything in the cockpit is as I would imagine it, the pedals, the hydraulic handbrake, it’s fun.

‘The Enyaq RS Race shows how motorsport DNA can really be transferred to road cars. The Škoda Motorsport engineers have not shied away from the electric drive and created a great car that is a pleasure and joy to drive.’

A key feature of the Enyaq RS Race is its use of flax fibre materials. These materials can have the rigidity, strength and lightness of carbon fibre, whilst being sourced from non-chemical processes.

For example, AmpliTex is a reinforcement fabric made from renewable flax fibres grown in Europe. The woven fibres have been used in the interior to reduce vibrations and save weight. They are sourced mechanically, rather than chemically, through flax cultivation.

Škoda partnered with biocomposite specialist, Bcomp, to fit the Enyaq RS Race with these materials. Bcomp used its PowerRibs technology to combine maximum stiffness and minimum weight by creating a 3D structure to reinforce the thin-walled car body panels. This results in material savings and Škoda says it reduces CO2 emissions by around 85 per cent. The electric racecar concept marks the first time Škoda has used this technology for large external components.

‘The Škoda Enyaq RS Race was developed completely in-house by Škoda Motorsport,’ comments Johannes Neft, Škoda Auto Board Member for Technical Development. ‘Based on the Enyaq Coupé vRS production model, the car features a distinctive design with strong racing DNA, enhanced aerodynamics and excellent acceleration.

‘In terms of sustainable solutions, the new concept car also serves as a pilot project for future innovations in series production. The biocomposite parts have led to a significant weight reduction, and we are trialling them in motorsport, including in the current Škoda Fabia RS Rally2, with a view to future implementation.’

Škoda, which is part of Volkswagen Group, currently offers 11 road car models including the Enyaq. Its factory motorsport department is mainly focused on rallying with the Fabia RS Rally2, which is well-represented by customers in the FIA European Rally Championship and FIA WRC2.

The post Škoda Develops Electric Racecar Concept With Rally2 Traits appeared first on Racecar Engineering.

Ford Raptor gears up for Dakar challenge:

Why LMP3 is getting the turbo treatment:

NASCAR’s new electronic control unit:

The post Racecar Engineering November 2024 Issue Out Now appeared first on Racecar Engineering.

Pressure sensors are key to this, taking measurements and relaying the recorded information through an electronic output and display. Using the sensors and keeping them in good working order makes the racecar more predictable to set up and more likely to produce consistently quick lap times.

Druck, a Baker Hughes business, stands at the forefront of pressure and temperature sensor technology. Since its formation in 1972, the Leicester-based firm has developed, manufactured and delivered its innovative sensor solutions internationally to customers in a wide range of sectors, including aerospace, transportation and meteorology.

Since 1990, it has also been deeply involved in high-level motorsport, where many different aspects of the racecar need monitoring with absolute precision. Druck’s motorsport pressure sensor and calibration portfolio has been used by front-running teams in major series and applied to a multitude of disciplines such as single seaters, sportscars, electric racing and off-road. The company’s three and a half decades of motorsport experience mean it can adapt quickly to the demands of different vehicle properties, as well as various pressurised fluids such as coolants, fuels and oils.

Sensor technology

Modern racecars are covered in sensors. Motorsport is therefore a suitable high-stakes environment where sensor technology can be applied and showcased.

The racecar powertrain is a neat starting point and contains several sensors for different functions. An important one concerns engine oil, which lubricates the moving parts of the power unit to prevent friction that could cause performance-reducing wear. The oil is pumped under pressure into the cavity between the crankshaft and the bearings to stop them from grinding against each other. Pressurised oil also helps to regulate the engine’s temperature, dissipating large amounts of heat. Sensors are therefore required to monitor both oil pressure and temperature.

Druck’s solutions are designed to function well in harsh environments such as high temperatures and high-vibration scenarios. For example, Druck’s PMP4400T serves as a combined pressure and temperature sensor, saving the weight and packaging of separate components. The 14.5mm diameter unit is made of stainless steel and can withstand temperatures up to 185degC.

The PMP4400T is also suited to monitoring the pressure and temperature of the fuel system, pneumatics, coolant and crankcase. Fuel pressure, for example, needs to be kept in a sustained ‘Goldilocks’ zone – not too low and not too high – to ensure the engine combustion chamber is not starved or overfed. Either causes a reduction in overall engine performance, so the sensor plays a vital role in making sure the system works to its full potential.
Turbocharged engines require a sensor to control boost level to optimise performance, and to adjust engine parameters depending on how much boost pressure is in the manifold. If the sensor records a pressure spike or drop, it will display a warning to the user, alerting to the prospect of an issue before damage is inflicted.

Keeping the car running well is one thing, but stopping it is equally important. Sensors can also be used to measure brake pressure; the right amount ensures adequate braking force to slow the car down without locking the wheels. Here, the PMP4400T can also be applied.
Data retrieved from the sensor gives clues as to how the brake balance is changing the car’s characteristics and constantly monitors brake temperature.

While the PMP4400T is a two-in-one solution, Druck gives its customers the option of measuring pressure without temperature. This can be achieved with the PMP4200, the configurable PMP4300 or the most advanced pressure-only sensor in Druck’s range, the PMP4400.

Electric application

The casing in which batteries for electric racecars are housed requires monitoring to ensure the integrity of the pack. To protect the batteries, a modular pressure controller, such as those in the Druck PACE range, can pressurise the casing to 3bar and inform the user if any leaks occur.

The internal pressure of the case can also be monitored using the Druck ADROIT6000 sensor. The PACE5000 controller has a single channel pressure controller chassis and a navigable, colour, touchscreen display.

The follow-up PACE6000 model features a dual channel pressure controller chassis, and can be used in single, auto ranging or simultaneous dual pressure control modes if fitted with two PACE CM control modules.

Tyre pressure windows are a common feature in championships worldwide, with suppliers providing their own recommendations for safe maximum and minimum pressures at each track. To stay within these margins, a team might use a handheld sensor, such as the Druck DPI705E with its 0.025 per cent FS (full scale) accuracy, to check tyre pressures before sending the car out.

Sensors are clearly indispensable tools, but only when they are displaying accurate information. Testing and calibration equipment helps to ensure sensors maintain their accuracy and don’t lead engineers down an incorrect set-up rabbit hole, or incur penalties for operating outside a stipulated pressure range.

In addition to its sensors, Druck manufactures a range of portable, hand-held calibration devices. Its products include the DPI610E, a pressure sensor calibrator with accuracy and stability up to 1000bar, and DPI620 GENii, which is an all-in-one calibration solution especially suited to engine monitoring due to its 0.0185 per cent of FS accuracy. This device can be used in tandem with the PV643 pressure generating base station.

Software package

Druck’s sensor and calibration hardware is complemented by a software package called 4Sight2. This bespoke tool displays all the required information from the sensors and enables engineers to calibrate their equipment for lasting accuracy. Users can create a comprehensive asset and test equipment database, carry out uncertainty calculations and generate drift graphs for interval analysis.

A sensor is an indispensable feature of modern racecars that has a direct impact on set-up and performance. Whether it’s sensors or the calibration tools that keep them ticking over, Druck is making sure all angles are covered.

Click here for more information about Druck pressure sensors and other products.

The post The British Company Leading the Way in Pressure Sensors appeared first on Racecar Engineering.

LMP3 cars race around the world, but their main territory is in the European Le Mans Series and Le Mans Cup, both run by the category’s governing body, the ACO. Over the years, LMP3 has become known for its soundtrack: a rumbling Nissan V8 engine built by ORECA. However, next year, the song will change as the ACO introduces a new V6 twin-turbocharged Toyota unit. ORECA is again building and supplying the next-generation engines, which produce more power but come with fresh challenges.

Why has LMP3 gone turbocharged?

You can discover the full story of LMP3’s major technical change in the November 2024 issue of Racecar Engineering magazine, AVAILABLE NOW!

But the short answer is that change was needed because LMP3’s current engine, the 5.6-litre Nissan VK56, is going out of production. ORECA has enough spare parts to service LMP3 cars that won’t be using the new turbo unit next year (essentially, every series except for the ELMS and Le Mans Cup – the Asian Le Mans Series will go turbo at the end of 2025). However, VK56 parts will be thin on the ground after that. Interestingly, there are even some cars running the original Nissan VK50, which the VK56 replaced in 2020, albeit in non-competitive track day settings with private owners.

The ACO’s reasons for introducing a twin-turbo engine, rather than go like-for-like with a new naturally aspirated one, were financial and technical. The financial aspect was to keep costs as low as possible by using a production-based unit. A next-gen LMP3 powertrain costs €89,200 within the €299,000 price for a complete car. The technical aspect was that the ACO wanted to align LMP3 with current road car and motorsport technologies, as well as increase fuel and sound efficiency. ORECA successfully pitched for the LMP3 engine supply contract with the Toyota V35A, a twin-turbo engine found in several of the company’s road cars including the Lexus LS 500.

ORECA’s winning pitch

ORECA first held discussions with Nissan, considering their existing LMP3 partnership. However, none of the Japanese manufacturer’s off-the-shelf engines met the technical and timeline requirements of the LMP3 2025 project, which has a minimum duration of five years.

‘Most manufacturers are doing a V6 turbocharged engine, so there were several options,’ says Loïc Combemale, technical project director at ORECA. ‘We started to look at what the manufacturers could offer in terms of support and engine availability.’

‘We wanted to have a latest-generation engine with good efficiency, direct injection and twin-turbo. We went for this [Toyota engine] because, for us, it gives satisfaction in terms of performance and current technology. We found a very good cooperation with Toyota.’

ORECA has close ties with Toyota Gazoo Racing Europe, having supported the running of its factory LMP1 programme. The French engineering firm used that prior relationship to start discussions about using a Toyota engine for LMP3. After preliminary talks, contact is now held between ORECA and Toyota’s road car engine division in Japan. All LMP3 engines are built at ORECA’s engine facility near Magny-Cours.

How does the LMP3 engine differ from the road?

Internally, the LMP3 engine is the same as the production unit, which produces 415bhp in the Lexus LS 500. In racing trim, it achieves 470bhp, marking a 15bhp increase on its Nissan V8 predecessor.

‘We made all the necessary modifications to be able to fit in a single seater or an LMP3 car,’ says Frédéric Eymere, design office chief at ORECA. ‘That means mainly the oil system has been drastically modified. The original engine is a wet sump engine. We had to swap to a dry sump system to be able to fit it, and to have the right height for the crankshaft axis regarding the reference plane of the car. We didn’t succeed exactly because we had to raise it by 4mm, but this was one of the targets.’

ORECA’s priority was to introduce a neatly integrated engine that would be easy to service and relatively cheap to run.

‘On the system, everything on this engine is quite integrated,’ confirms Eymere. ‘On the VK56, we had to move to a complete oil pump for the dry sump system, including the scavenge and pressure stages. On this engine, we decided to keep the pressure stage and to have only an additional pump for the scavenging. That was one of the big steps.’

Integrating the engine to each LMP3 chassis – which are licensed to be built by four manufacturers – provided another challenge. The next-gen cars from ADESS, Duqueine, Ginetta and Ligier will use the same chassis as the previous 2020-2024 generation.

‘As on all the modern engines, all the fixing points are made on purpose [for the road car],’ explains Eymere. ‘So it was very difficult to find areas on which you can fix it properly on the engine. On the front of the engine, there were many water and oil circuits, and even a turbocharger air circuit. This was something we had to deal with, and it was quite a challenge.’

How is the engine integrated with the chassis?

To address this challenge, ORECA built a bracket to integrate the engine and its cooling apparatus with the monocoque. Cooling has been a big topic in the switch to turbo, for the system is more complex and heavier than before. The Nissan VK56 was cooled by a water-cooling package, whereas the Toyota V35A has a similar set-up plus an intercooler to chill the air that has been compressed by the turbocharger before it enters the engine. In the V8 era, car manufacturers could bring their own radiators to cool the engine fluid, but the turbo unit now features an ORECA-supplied heat exchanger.

‘The first step was to remove everything which was not necessary for our [race] engine,’ says Eymere. ‘We then saw what space was available for the new fixing. We had to integrate all the water piping on the front. We also decided to integrate an oil cooler, contrary to the Nissan engine which had an oil radiator. We thought it was good for everybody, including the car manufacturers, to have everything integrated on the engine. So, we put an oil cooler directly on the bracket. It is quite a complicated part and includes many functions including the water and oil cooling systems.’

A key difference between the naturally aspirated V8 and the twin-turbo V6 is the presence of an integrated exhaust manifold on the latter.

‘It means the turbocharger is directly fitted on the cylinder head,’ explains Combemale. ‘To avoid having a too hot turbocharger, you are also cooling down the integrated exhaust manifold with the engine water. Before, you had a big exhaust manifold which was cooled by the ambient air under the bonnet. Now, I would say you are taking part of this heat through the water going inside the cylinder head. This is what makes the difference compared to the VK56.’

Why a bespoke turbocharger was needed

The racing version of the Toyota VA35 has done away with the production turbocharger in favour of a bespoke racing unit developed by Japanese turbo specialist IHI.

‘We were able to make the performance [target from the ACO], that was not the issue,’ stresses Combemale. ‘But to make life easier for everyone, especially the manufacturers, we tried to be as close as possible to the VK56 in terms of performance and usage.

‘In fact, one of our targets was to keep the same gear ratio [from a retained Xtrac gearbox]. For that, we had to move the power up a bit compared to what it was with the serial one. We were a bit close to the limit of the turbocharger. To be safe, reliable and closer to the VK56 curve, we made this change.’

How has LMP3 testing gone?

ORECA first put a production version of the new LMP3 engine on its static dyno test rig in September 2023. This enabled it to gather some baseline figures. It then built up the race engines, testing the new cooling system on its dynos (in a non-manufacturer specific layout) and delivered the first units in spring 2024. However, an issue that manifested through fickle gearshifts resulted in the engines being recalled, delaying the onset of track testing to July once an engine control software patch had been introduced. ORECA did a ‘complete review’ of the cooling and engine systems, according to Combemale.

‘At the beginning, the shifting was not the best possible,’ he admits. ‘But we are not able to do shifting on the dyno. We started with shifting from the VK56 and then you improve it for this engine. You do not have the same inertia.’

Eymere adds: ‘The mechanical braking of the engine is not the same, either. There was a feeling on the braking that the engine was pushing a bit. It is a turbocharged engine with big volumes of air and pressure, so managing the engine and airflow through it was important. We first had to understand what was happening and to find a way how to solve it. This behaviour was expected at the beginning. We made a first version of software that did not allow us to modify what we wanted, after those [real-world] results. So we had to work on this. It is part of the development work.’

Despite those teething issues, which were spotted during a shakedown of the Ligier JS P325, the four car manufacturers had collectively racked up almost 8000km on track by mid-September. They have prioritised running in hot conditions to validate the cooling system. Homologation is next on the agenda, although timing is tight because cars need to crash test again due to the increased car weight caused by the new engine and cooling system. Once that has been ticked off, cars will be delivered to customers ready for racing next year, ushering in the start of LMP3’s turbocharged era.

To see how the car manufacturers have been gearing up for LMP3’s turbo switch, check out the November issue of Racecar Engineering. Subscribe today!

The post V8 Farewell: LMP3 is Entering a New Turbocharged Era appeared first on Racecar Engineering.

Graphite Additive Manufacturing explains how advanced materials and manufacturing techniques, originally honed in motorsport, are now driving clean energy solutions

Motorsport is known for its relentless pursuit of innovation, where performance, weight, and efficiency are pushed to the absolute limits. While these developments are often born out of the need to gain fractions of a second on the track, the technology that powers racing cars frequently finds new applications in other industries. One such example is how advanced materials and manufacturing techniques, originally honed in motorsport, are now driving clean energy solutions. Graphite Additive Manufacturing has seen this crossover first-hand through their work with Intelligent Energy, where motorsport expertise has contributed to the development of lightweight and highly efficient enclosures and casing components for their hydrogen fuel cells, which power drones.

At the heart of this collaboration is Sinterworx G4, a material originally developed for high-performance motorsport applications. Racing teams demand materials that are not only lightweight but also incredibly tough, capable of withstanding extreme forces and conditions without failure. G4 was born from these requirements and has proven to be an ideal solution for Intelligent Energy’s hydrogen fuel cell enclosures.

Design freedom and complexity are key aspects of why G4 was selected for this application. In motorsport, teams constantly push the limits of design to optimise performance, and this ethos is equally important in drone technology, where weight savings and efficiency are critical. Traditional manufacturing methods often restrict design due to tooling limitations and material constraints. However, additive manufacturing with G4 removes these barriers, allowing for complex designs that can be fully optimised without the constraints of traditional manufacturing. Intelligent Energy was able to take full advantage of this design freedom to create intricate, highly efficient casings that protect the fuel cells while maintaining a minimal footprint.

One of the biggest challenges in the drone industry, much like in motorsport, is weight reduction. Every gram saved in a drone means longer flight times and more efficient operations. Intelligent Energy needed their fuel cell enclosures to be as light as possible, and after extensive testing, they settled on a wall thickness of just 1.1mm. However, achieving this level of thinness while maintaining the necessary structural integrity was no easy task. They evaluated and tested several 3D printing materials, but none offered the stiffness required at such a thin wall — until they tried Sinterworx G4. G4’s unique composition provided the additional stiffness and strength needed to protect the delicate internal components of the fuel cell, without adding unnecessary weight.

In addition to its mechanical properties, G4 offers on-demand production without the need for expensive tooling. This is crucial not only for motorsport teams, who constantly update and modify their designs, but also for companies like Intelligent Energy that require rapid iterations and design changes to stay at the forefront of their industry. By using G4, Intelligent Energy can quickly adapt and evolve their designs without incurring significant delays or costs, making the process much more efficient.

Another critical element of our collaboration with Intelligent Energy was Graphite Additive Manufacturing’s design refinement process. Leveraging their motorsport background, where precision is paramount, Graphite Additive Manufacturing worked extensively to determine the optimal build orientations and part-specific build parameters. By carefully selecting the placement of each component within the build envelope, they improved the repeatability of accuracy, strength, and appearance across every batch. This level of fine-tuning is a hallmark of motorsport engineering, where every detail matters, and it has translated perfectly into ensuring consistent quality for Intelligent Energy’s fuel cell components.

The final product not only meets the technical and mechanical needs of the fuel cell but also comes in a sleek black finish, aligning with Intelligent Energy’s aesthetic and branding requirements. While this may seem like a minor detail, the black colour eliminates the need for additional finishing processes, saving time and further reducing weight — another win for efficiency.

The crossover between motorsport and other industries is clear. The technologies developed on the track — advanced materials, innovative manufacturing techniques, and precise engineering — are now making their way into fields like clean energy and drone technology, driving the future of both industries. Graphite Additive Manufacturing is proud to be at the forefront of this evolution, helping companies like Intelligent Energy bring high-performance hydrogen fuel cells to the market with the same level of innovation that powers the world’s fastest cars.

“We have always found Graphite Additive Manufacturing great to work with, their range of materials has allowed us to achieve our goals of developing lightweight fuel cell products for drones, where reducing mass is critical for extending flight time,” says Tony Meadowcroft, Technical Lead at Intelligent Energy. “Using printed parts enables us to iterate designs quickly, and the consistently high build quality is suitable for our finished products.”

For more information, visit graphite-am.co.uk

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In February this year, the van conquered Mount Panorama in Australia, breaking three lap records (fastest electric vehicle, fastest commercial vehicle and fastest closed-wheel vehicle) with a 1m56.32s lap time. Next, it raced to the top of Goodwood’s famous hillclimb course in 43.98s, winning the 2024 Festival of Speed shootout by over two seconds.

So how has Ford transformed its Pro E-Transit Custom van into a 2000bhp+ hillclimb monster?

Ford has been developing its SuperVan promotional vehicle concept since 1971. The first iteration, SuperVan 1, was a crude affair, combining a Ford GT40 chassis and its mid-mounted, 5.0-litre Ford V8 engine, with the factory steel bodywork of a Mk1 Transit van.

In 1984, SuperVan 2 came along, this time built using the chassis from a Ford C100 Group C car and a Cosworth DFL engine, all hidden under a glass fibre representation of a Mk2 Transit, with added aerodynamic enhancements.

A decade later, to promote the Mk3 Transit, SuperVan 2 was converted into SuperVan 3, this time using a 3.5-litre Cosworth HB V8 and a reduced scale silhouette body.

2022 then marked a new era in SuperVan history, with the first electric version, the Ford Pro Electric SuperVan 4.0, unveiled at Goodwood. Ford Performance collaborated with Austrian electric racing specialist, STARD, to deliver a 2000+bhp powertrain capable of accelerating the E-Transit Custom-inspired SuperVan from 0 to 100km/h (62mph) in under two seconds. This one stretched the likeness to a regular Transit van to nominal, at best.

Following the success of SuperVan 4.0 at Goodwood, Ford wanted to face the ultimate hillclimb test: Pikes Peak, but this was to prove a whole new challenge.

Pikes Peak is arguably the most fascinating race event for drivers and engineers alike. The start line sits 2800m above sea level with ambient temperatures typically around 20degC. The twisty, mountainous, 20km circuit winds its way up the highest summit of the southern Front Range of Colorado’s Rocky Mountains to a peak 4300m above sea level, where temperatures are near zero.

At this altitude, the density of air is only 0.72kg/m³, compared to 1.2kg/m³ at the start line. This not only reduces the aerodynamic forces acting on the car, but also the available cooling as well. Consequently, SuperVan 4.0 needed to be re-designed if it was going to top the timings, paving the way for SuperVan 4.2.

Unsurprisingly, a Transit van is not the optimal size, shape or weight for setting record breaking lap times, on any circuit or track. To compensate for this, the powertrain needed to maximise power output and the aerodynamics needed to squeeze every ounce out of the available downforce.

‘The powertrain and the aerodynamics package are the main factors that compensate for the huge mass, frontal area and all the other disadvantages of choosing a Transit as a base package,’ says Michael Sakowicz, CEO at STARD. ‘That’s why we worked so hard to design a compact package that delivered high power density.

‘I’m not aware of many other BEVs that achieve such a high power output for such a small battery, so we’re pretty proud of that. This, together with the aero kit developed by Ford Performance, who did a great job, is how we’ve managed to achieve such impressive records with a van.’

At the heart of SuperVan 4.2’s powertrain lies a bespoke, 50kWh battery made up of ultra-high performance lithium polymer (Li-Polymer) NMC (nickel manganese cobalt) pouch cells housed in a carbon fibre case. To help the battery operate within its optimum temperature window, particularly with the low density air at the top of Pikes Peak, cooling was a priority from the start.

‘The battery is liquid cooled with an oil-based fluid that runs in a separate cooling circuit,’ continues Sakowicz. ‘Cooling is very challenging for Pikes Peak because of the thin air, but I would say 50 per cent of a good cooling system is determined by the layout you choose.

‘The layout of the battery, motors and inverters, as well as how these units are packaged together, is very important. They must match the desired voltage range, as well as the continuous and peak power performance, and then those parameters can be tuned for each specific use case.’

The battery provides power to four six-phase motors, with two on the front axle and two on the rear, each capable of a peak power of 400kW. The front and rear axles are not mechanically connected, but instead have a conventional motorsport differential with a two-stage, single-speed gear. The torque is not distributed between the front and rear axles, but is controlled across each axle by a vehicle control unit (VCU) with STARD- developed software.

Interestingly, the power-to-weight ratio of the powertrain can be specifically optimised for each event by adjusting the number of motors in operation. For Pikes Peak, SuperVan 4.2 only used one of the front motors, for a total of three, while at Goodwood and other events, STARD opted for the full complement of four.

‘Because SuperVan 4.2 was primarily designed for Pikes Peak, its high downforce aero package means we are producing much more downforce at lower speeds [at Goodwood],’ notes Sakowicz. ‘This, combined with the four-motor set up, gives us a huge amount of torque at the front. In fact, we’re actually running a very long ratio because we have so much front torque available that we can achieve a straight line of torque until top speed. Whereas for the rear we use mixed ratios because, in this set up, we have a lot more traction due to the dynamic shift from the axle loads.’

The inverters are IGBT (Insulated Gate Bipolar Transistor) technology and share the same cooling circuit as the motors.

‘We developed the motors and inverters together with a specialist partner, which are cooled with a water glycol fluid,’ continues Sakowicz. ‘We also integrated rotor cooling, so both the rotor and stator of the motors are cooled as well.

‘The battery, motor and inverter cooling circuits all use air-to-fluid radiators. So, located at the front of the car is the cooling radiator for the battery, with the radiator for the motor and inverter circuit behind, as this operates at a higher temperature.’

To generate enough grip all the way up the perilous climb, the aerodynamics package needs to produce as much downforce as possible. Of course, with downforce also comes drag. This is less of an issue towards the top of Pikes Peak as the thin air results in lower drag, but at the start line where the air density is more typical, a great deal of energy is required to overcome the high drag of the high downforce package and accelerate the SuperVan. This was another reason why the powertrain needed to have such a high power density.

‘We are running close to Formula 1 levels of downforce, but with a 1700kg vehicle, compared to the minimum weight of an F1 car, which is 796kg,’ highlights Sakowicz. ‘More than 50 per cent of that downforce is on the front axle, and at sea level at 200km/h [124mph] we have about 2200kg of downforce in total.’

The upgraded aerodynamic package features a new carbon fibre front splitter and monster rear wing. Centre ducts in the floor help channel air from the bottom and guide it towards the rear and over the rear axle.

‘The frontal area of this van is around two to three times bigger than a typical GT car, so we had to find ways around that with an efficient aerodynamics package that is very different to other cars,’ explains Sakowicz. ‘This made packaging a challenge, particularly the rear axle, which is extremely tight, as the unit is quite powerful and so needs some space, but the diffuser is located on the bottom with ducting above.

‘Other areas, however, were relatively easy to package due to the van’s large size. For example, because the bonnet is so high, the driver needs to sit higher up to have a clear line of sight, so that lends nicely to locating the battery packs underneath the driver.’

The combination of high downforce, extreme power and significant weight of SuperVan 4.2 generates loads at the wheels that seriously punishes the tyres.

‘We are quite limited by the tyres,’ admits Romain Dumas, five-time Pikes Peak and two-time 24 Hours of Le Mans winner. ‘With the weight and the downforce, we could run with much bigger tyres, but nobody makes them. So we have had to use 18in Pirellis based on GT tyres. We could probably go even faster if we had more bespoke tyres.’

‘It’s not just the tyres that we are pushing to the limits,’ agrees Sakowicz. ‘We are loading the wheels, steering, suspension and brakes much more than any other car. It’s very different to any other vehicle we’ve worked on and has caused us a lot of headaches. We’ve had to adapt systems that have been tested and validated in much lighter, less powerful vehicles and really take them to their limits, so that has been a big challenge as well.’

So, what is this 2000bhp creation like to drive around some of the world’s most exciting circuits?

‘It’s more or less like driving a Dakar car, but with a lot more power and a lot faster,’ says Dumas. ‘The most difficult thing is to drive and brake with the weight because, due to the high centre of gravity, there is quite a lot of roll. Particularly as the battery is underneath you, which is good for weight distribution, but it means you sit quite high, so as soon as you steer there is this rolling response from the weight. Grip from the front axle is very good though, it is just as sharp as a conventional racecar.’

Piloting the SuperVan up Pikes Peak, Mount Panorama and the narrow hill at Goodwood required three very different styles of driving.

‘Goodwood is not at all for this car. It’s far too wide for this hillclimb, so this is probably the event that I was furthest from the limit,’ says Dumas. ‘Bathurst, on the other hand, was where I was pushing the most because we knew the lap time of the [modified GT3] Mercedes that we wanted to beat.

‘I mean firstly, we were never expecting to compete against them because we were expecting to go much slower but, when we saw their time, I was determined to go again.

‘The best thing about the SuperVan, compared to the Mercedes, was our top speed. We were going more than 300km/h [186 mph],’ smiles Dumas. ‘Travelling at that speed, with all the elevation at Bathurst, at the crest was the most challenging in terms of intensity. Particularly as we had some issues with the power steering system because we were so much faster than expected.’

‘Pikes Peak is a different challenge again because you cannot go 100 per cent as you only have one chance,’ continues Dumas. ‘So, even if you do a good run, you know you could improve here or there. It’s very difficult to be on the limit the whole time when you only get one lap.

‘You also have the issues with battery cooling. People have the attitude that electric cars have such an obvious advantage at Pikes Peak because you are not losing performance [from the engine due to the change in altitude]. This is completely true, but people often forget that batteries are heavy and need to be kept cool. So, although you don’t lose power going up the hill, you have to limit the top speed because you are never quite sure if you’re going to finish the run, or if the battery is going to overheat. It was the same with the [Volkswagen] ID.R.

‘At the end of the day, the concept is really fun,’ concludes Dumas. ‘If you strip the car out, it really is a racecar with a tube-frame chassis, wishbones, uprights and everything. But for the marketing side it needs to look like a Transit, which is why it is so big and heavy. It is a bit rustic, I would say. Daniel Ricardo drove it in Melbourne last year and he was a bit scared!’

‘It is incredibly quick,’ concludes Sakowicz. ‘At Goodwood, we’re competing against cars like the Subaru Project Midnight, which is the best you can build on the base of that vehicle. While at Pikes Peak, we smashed the Open class record, and in Bathurst set a closed-wheel vehicle lap record against unrestricted GT3s with Formula 1-style DRS. So we are a lot faster than some incredible racecars – with a van!

‘Overall, we’re really proud of how reliably it works, and also how adaptive it is,’ continues Sakowicz. ‘Normally, these one-off projects are designed for one specific challenge, but SuperVan 4.2 is so versatile that it can achieve phenomenal performance from drag strips to hillclimbs, and even rally stages.’

Gemma Hatton is the founder and director of Fluencial, which specialises in producing technical content for the engineering, automotive and motorsport industries

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