Chevrolet and Corvette Racing have a brand new GT3 racing car for customer teams to run in 2024. Although its competition debut is a year away, Chevrolet recently displayed the new Corvette Z06 GT3.R, its first racing car that fully meets FIA GT3 technical regulations.
Designed and developed as a collaborative effort between GM’s Competition Motorsports Engineering division and Pratt Miller Engineering, the Z06 GT3.R is a therefore a landmark racing car for Chevrolet. It takes the level of technology transfer between racing and production to a new level with more shared components and features than ever before.
McLaren Motorsport’s Artura GT4 racing car makes its debut today at the Goodwood Festival of Speed in England, ahead of its competitive debut. Based on the all-new Artura luxury supercar, the Artura GT4 builds on the successes of the multi-championship-winning 570S GT4 and 720S GT3 racers. It shares much of its technology with the road-legal version, including the McLaren Carbon Lightweight Architecture featuring a carbonfibre monocoque at its core.
This motorsport-inspired chassis design and construction is said to be the ideal platform for a racing car as a rigid structure enables a wider setup envelope for the driver as well as providing a strong and extremely safe driving environment. The minimisation of weight is a key element of the Artura, and this philosophy continues in the racing car. With a compact V6 engine and ancillaries including the exhaust system all weight-optimised, the new GT4 is more than 100 kgs lighter than the outgoing 570S GT4.
However, there is also a lot of weight saved in the powertrain because the GT4 does not have a hybrid powertrain like the Artura. The V6 engine alone generates more than enough output for the tightly-controlled GT4 racing requirements, where regulations do not permit hybrid powertrains. The lack of hybrid components takes away 130 kgs on an already super-lightweight car, while the space within the carbon monocoque for the hybrid battery of the road car now houses the fuel cell and ancillary drive system, keeping weight central and low down.
The latest V6 engine features fast-responding twin turbochargers situated within the engine vee and the unit has been designed to offer improved throttle response and fuel economy compared to the older M838 V8 used in the 570S GT4, even without electrification. Considerably lighter and smaller than the older unit, the new V6 engine further improves power-to-weight, lowers the car’s centre of gravity and benefits weight distribution.
The road-legal Artura which has a hybrid powertrain.
The engine is controlled by a Bosch Motorsport ECU to fine-tune Balance of Performance management, essential for competing in the GT4 category. A modular motorsport wiring harness for serviceability, reducing repair times and costs. This interfaces with a motorsport electrical system for enhanced versatility, with the benefit of more robust and variable control systems.
Power is delivered through a 7-speed gearbox with an improved set of ratios optimised for performance and the transmission system has onboard diagnostic software. The unit is not the same as the road car’s 8-speed gearbox which uses the E-motor for reversing. GT4 regulations demand that the car must have a reverse gear.
McLaren 570S GT4
The Artura carries the McLaren design principles of ‘everything for a reason’ and accordingly has high aerodynamic efficiency. The GT4 extends this further with an aerodynamic package that offers greater downforce than the outgoing 570S GT4 (particularly at the front end) with features such as a bespoke splitter, dive planes and bespoke bonnet duct. At the rear, a high efficiency wing incorporates 7 angle settings to cover a wide spectrum of circuit types.
Safety levels are on a par with the 720S GT3, including the fixed FIA 8862 spec driver’s seat with adjustable pedals for reach. The steering wheel is also inspired by the GT3 car with illuminated buttons for competition in all conditions at both day and night. The cockpit also features a new Bosch DDU instrument display, with enhanced graphics.
Serviceability improvements include a removeable bonnet for ease of access and a 110-litre fuel cell with two motorsport lift pumps and a main pump for increased reliability and performance. The rear wing is mounted to the chassis using a new ‘G-Pylon’ design that means the rear bodywork can be removed without having to dismantle the wing. In the interests of robustness in the heat of battle, the Low Temperature Radiators have been moved inboard while the high-level exhaust system is now solely mounted to the powertrain; sound volume is recorded at 105dB static.
“The Artura GT4 is the second race car to be built from the ground-up by McLaren Automotive’s Motorsport division. With lighter weight, extremely precise handling characteristics and enhanced durability – as well as the packaging and efficiency advantages and all-round serviceability for mechanics of the new V6 powertrain – the Artura GT4 will set new class standards, as we are already seeing from our extensive test and development programme,” said Ian Morgan, Director of Motorsport at McLaren Automotive.
Pricing has not been announced although it is expected to start from £200,000, equivalent to about RM1.074 million. The car is still undergoing an intensive test and development programme ahead of the 2023 season when the first customer cars will compete.
Besides the new 718 Cayman GT4 RS, Porsche will also unveil another model at the coming LA Auto Show this weekend. It’s the track-only GT4 RS Clubsport which is for those who want to go racing with a Cayman. Not being street-legal has allowed the engineers to take development to the limit in extracting maximum performance.
The most significant change is the 4-litre 6-cylinder boxer engine, a high-revving powerplant which comes from the 911 GT3 Cup racing car. Installed in the GT4 RS Clubsport, it develops 500 ps – 75 ps more than the previous GT4 Clubsport model.
In addition to many upgraded details, the focus in developing the new 718 Cayman GT4 RS Clubsport was on further improving overall performance. The standard 7-speed dual-clutch transmission (PDK) fitted to the car now uses all 7 forward gears, rather than 6, and all gears have shorter ratios than in the previous model.
Depending on the track and series-specific regulations, the new racing is said to be able to achieve lap times that are over 2% quicker than the previous model. The homologated vehicle is track-ready straight from the factory.
3 years of GT4 Clubsport experience
“We have incorporated our experience of the last 3 years of running the previous GT4 Clubsport as well as customer wishes into the development of the new car,“ said Michael Dreiser, Manager of Sales and Distribution at Porsche Motorsport. “Faster lap times combined with a further improvement in driveability offer our customers a competitive product for the upcoming racing seasons in GT4 class racing competitions around the world.“
Porsche began offering the Cayman GT4 Clubsport of the 981 generation in 2016, entering into this new customer racing format early with a competitive car. A total of 421 units were built prior to 2018. The next generation model, which was based on the 718 Cayman GT4, debuted in 2019. It was also an extremely success car, with around 500 units produced to date.
One of the reasons for the strong demand for these vehicles is due to the low running costs. The use of well-proven series production technology combined with racing-specific components significantly reduces the costs for customer teams.
Improved competitiveness
The latest 718 Cayman GT4 RS Clubsport, priced at US$229,000 (about RM957,000) continues this tradition with better competitiveness. The more powerful engine is almost 18% more powerful than the 3.8 litre engine that was used in the previous model. Thanks to an optimized air intake, maximum power is achieved at 8,300 rpm – 800 rpm higher than before. The new engine, which can spin up to 9,000 rpm, develops 465 Nm at 6,000 rpm instead of the previous 425 Nm at 6,600 rpm. This gives the driver a much wider usable speed band, which makes driving the car much easier for pro-racers and amateur drivers alike.
The Porsche Stability Management System (PSM) is designed specifically for motorsports and includes a switch for traction control, ABS and an updated stability control system.
Modifications to the chassis have also improved the handling. The damper technology has been totally revised to achieve an optimized vehicle responsiveness and better body control. This has had a significant impact on the overall performance of the vehicle and handling. Upgrades include the use of 2-way adjustable shock absorbers with improved characteristics, in addition to adjustable sword-type anti-roll bars front and rear.
The height of the vehicle, along with wheel camber and toe are also adjustable. Furthermore, 3 different spring rates for front and rear axles are now available. Special NACA ducts in the bonnet are designed to direct the airflow more efficiently to the large racing braking system fitted with 380 mm steel brake discs.
Aerodynamics ensure precise handling
Aerodynamics plan an important role in having precise and controllable handling, and this aspect has been given a lot of attention. Front dive planes and an extended front spoiler lip increase downforce at the front axle, with the wheelarch vents in the wings (inspired by the 911 GT3 R) and air curtains specifically designed to calm the air turbulence around the front wheels. The fully enclosed underbody optimizes airflow to the diffuser at the rear of the car.
The previous 718 Cayman GT4 Clubsport was the first ever production racing car to use body parts made of renewable natural-fibre composite material. In the case of the new GT4 RS Clubsport, even more extensive use of this material is made as a whole. In addition to the doors and the rear wing, the bonnet, the wings, the aerodynamic components at the front end and the steering wheel are now made of this material.
The use of this flax-based fibre as an alternative to carbonfibre composite material can now be tested in motorsports for its use in road cars. Porsche has been using motorsports as a test bed for technology, processes and materials potentially capable of being used in road cars for over 70 years now.
Race-ready from factory door
The GT4 RS Clubsport is equipped to enable the owner to go racing with minimum work done. It has a welded-in roll cage and fore and aft adjustable Recaro racing seat, along with 2023-compliant 6-point racing safety harnesses and safety nets as well as a fire extinguisher system. There is also a built-in air jack system with 3 jacks for quick wheel-changes. The new safety foam on the driver’s side meets the international requirements of the SRO racing series.
The FT3 safety fuel cell can take up to 115 litres of fuel, making it suitable for endurance racing. Additionally, Porsche offers two different exhaust systems, allowing the GT4 RS Clubsport to compete at tracks with stricter noise limits. The car is also prepared for the later addition of homologated headlights or openings in the bonnet for fast refueling to enable the car to be converted quickly for nighttime endurance racing.
The Mission R concept racing car shown at the International Motor Show (IAA) in Munich last month drew a lot of attention. It was conceived to give an idea of how the all-electric Porsche racing car of the future could be like. Though the car displayed looked completely ready to be produced, Porsche has stressed that it is ‘just a vision’ – for now. It gives a preview of the design language and future technology that must be under development now.
The design – both the exterior and interior – fascinates, polarises and fuels lively debate. But while most concept cars are just 3-dimensional design studies without and engine or much technology under the skin, the Mission R is a capable racer that can be put on a track today. In fact, it is already being used as a rolling racing laboratory, according to Michael Behr, the technical manager for the project.
“That’s the Porsche philosophy,” he said, “This prototype is, of course, a showcar at this point, yet it also meets the highest technical standards.” Beneath its shell, the car represents the fulfilment of Porsche’s strategy on sustainability and social responsibility. While the company is already operating on an all-electric basis in Formula E, uses synthetic fuels in the Porsche Mobil 1 Supercup, and is developing a new hybrid racer for endurance events, the Mission R will bring electric technology to customer racing as well.
Even before the car was on display, development engineers were running the platform without the striking shell. Their jobs are with massive deadline pressure, so they need to focus on work as much as possible. The first functional test, less than 6 months before the car’s premiere at the IAA, was a key milestone. Many components were still provisional at that time point and the steel subframe was suffice for the roll-out; the final composite cage has yet to be created. The seat, steering wheel, and pedals were borrowed from existing racing cars, while the rims still lacked the central lock hubs.
The Mission R, as presented, boasts all-wheel drive and 800 kW (1,088 ps) output. The power is supplied by 2 electric motors linked to a single-speed transmission. With a target weight of less than 1,500 kgs, the car should manage the sprint from 0 to 100 km/h in less than 2.5 seconds. Depending on the choice of gear ratio, it can go beyond 300 km/h.
Thanks to the direct cooling of the stator – the stationary element of the electric machine in which the rotor rotates – the motors deliver exceptionally high continuous power. The racing car makes do with just one oil cooling circuit and without a single drop of water. The direct oil cooling of the high-voltage battery is based on an innovation developed for the 3-time Le Mans winner, the Porsche 919 Hybrid. The chassis, too, is advanced racing technology and features a double-wishbone front axle.
“At the same time, we did our utmost to leverage the last bit of lightweight potential in every detail,” said Behr. For example, the 3D-printed transmission case cover is 30% lighter than a cast one. The additional braking power during recuperation made it possible to shave 12 kgs off the braking system. The composite outer skin is not just feather-light but also sustainable. It consists mainly of natural fibre, supplemented by carbonfibre components.
The natural fibres are roughly as light as carbonfibres and deliver the stiffness required for semi-structural components with a low additional weight of less than 10%. Compared with conventional plastics, natural fibres have an ecological benefit: 85% less CO2 is generated in their production than in the comparable process used for carbonfibres.
Under the futuristic body, the designers are also exploring a new roll-over protection concept. Instead of a conventional steel cell welded to the bodyshell, there is a cage structure made of carbonfibre reinforced plastic (CFRP) to protect the driver. The safety cage is integrated directly into the roof and is visible from the outside via transparent segments.
Over the last few years, the Mission E (2015) and Mission E Cross Turismo (2018) concept studies have been previews of Porsche’s first all-electric sports car model series to come. From them came the Taycan in 2019 and, more recently, the Taycan Cross Turismo which had similarities in terms of appearance and technology. Now, with the Mission R, Porsche is showing the direction it is taking with future racing cars so while they say it is ‘just a vision’, perhaps when the actual production model appears, we will be recalling this concept car of 2021.
Apart from its greater involvement in Formula 1 this year with a team bearing its name, Aston Martin will also be no less active in international GT racing season. In fact, 2021 marks a new chapter in the history of Aston Martin Racing (AMR) as it engages the full weight of its world championship-winning experience and pedigree on its Vantage GT customer programmes.
Aston Martin aims to build on the 26 titles the car delivered in 2020, with an extensive and wide-ranging race programme that spans the full spectrum of the GT racing ecosystem. An ever-expanding number of partner Vantage GT3 and GT4 teams are poised to contest more than 20 major international series globally this season, and they do so with access to an unprecedented level of support from the factory.
A significant number of engineers and technicians responsible for winning the 2019/20 GT FIA World Endurance Manufacturers’ and Drivers’ championship titles have been deployed to assist key partners, including those participating in the Asian Le Mans Series in Dubai.
Strategic and engineering support hub
Moreover, in a time when the Covid-19 pandemic has necessarily restricted international travel, AMR has moved to minimise this disruption for its teams by creating a strategic and engineering support hub, operated in real-time out ofAston Martin Racing’s headquarters in England.
“We are still able to fully support our customers, wherever they are racing in the world,” said AMR Head of Performance, Gustavo Beteli, “as was the case in Daytona recently. In many of these cases, we are using the remote-support hub, where we are able to collect live data from the cars, timing and keep a direct link with the teams to be able to provide the best service and guidance possible.”
Works drivers available for teams
Partner teams will also be able to call on the use of an extensive and decorated list of works drivers to support their line-ups in 2021, if required. While the US endurance racing season may have already begun with the Rolex 24, the 2-round, 4-race Asian Le Mans Series provides another starting gun for the international calendar.
The opening double-header, at the Dubai Autodrome this weekend, features no less than 5 examples of the Aston Martin Vantage GT3 – a car which shares the same design principals and philosophy as the world championship-winning GTE and is in contention for its first Asian LMS title, thanks to several strong team and driver line-ups.
Aston Martin Racing has a long background of winning races and can offer its world championship-winning experience and pedigree to its Vantage GT customers.
David King, President of Aston Martin Racing, said: “The exceptionally strong Asian Le Mans Series entry is a clear message of intent from Aston Martin Racing and defines our objectives for 2021. This year is about our partners and their continued success, and through them we intend to demonstrate why Vantage is an excellent platform to build an international GT campaign on. From WEC and IMSA, through the full spectrum of international and domestic GT3 and GT4 series, we expect to see Aston Martins racing and winning. Our clear aim is to build on the excellent tally of 26 championships titles in 2020.”
Audi Sport has unveiled the second generation of its successful RS 3 LMS model, with a season of testing ahead before going into production and being ready for customers at the end of 2021. The second generation of the entry-level touring car has been improved in many areas to offer more benefit to customers.
The RS 3 LMS, which has been available since the end of 2016, has made 3,105 appearances in a total of 1,051 races around the world to date. On average, there were almost three RS 3 LMS cars on the grid in each race. This is impressive considering that Audi has not been directly involved, with the exception of a 2-year program in the FIA WTCR in 2018 and 2019.
In the four years since its launch, the racing car has collected a total of 764 podium places in Africa, North and South America, Asia, Australia and Europe, including 279 overall wins. This is a win rate of 26.5% in an extremely tough competition in which TCR race cars from up to 14 manufacturers compete. It was considered the global ‘TCR Model of the Year’ in 2018.
More racing character
The second generation presents itself with new developments in all areas that serve two goals: To make the near-production entry-level even better and to optimize customer benefits in all areas. Despite this, the model remains inexpensive to buy and maintain, offers an even higher level of safety and, with up to 340 bhp available.
Visually, the second generation differs significantly from its predecessor. At 1.95 metres, it still meets the maximum width defined in the regulations, but the body extensions are integrated into the contours in a more harmonious and aerodynamically favorable way than before. The front apron incorporates the air intakes as part of a significantly revised cooling concept for the engine and brakes. The rear wing, suspended from the rear for the first time, completes the optimized aerodynamics of the TCR racing car.
New engine generation
For the new RS 3 LMS, the fourth generation of the 2-litre 4-cylinder EA888 engine replaces the predecessor series. The engine block and cylinder head, crank drive, valve train, intake manifold, fuel injection and the new turbocharger remain absolutely standard in the racing car. Only the valve cover breather with its oil separator differs from the standard component, as does the exhaust system. Also, the standard engine management system from Magneti Marelli specified by the regulations is new.
The adoption of the engine from volume production has proved highly successful in TCR racing. In many cases, Audi’s power units already achieved tens of thousands of racing kilometres in the previous generation in the hands of the customers. Together with the standardized hardware, this guarantees transparency and equal opportunities for all manufacturers.
Benchmarks in safety
No other TCR touring car offers as many optional safety components as are on board as standard in the RS 3 LMS. The roll-cage consists of steel tubes that add up to just under 25.8 metres in length. A 6-point safety belt serves as restraint system for the driver.
The Audi Sport Protection Seat, unique in the TCR class, with its robust construction and elaborate upholstery offers maximum accident safety. For better occupant protection in the event of a side impact, it is moved closer toward the centre of the car. Optionally available seat-wrapping safety nets on the right and left provide additional protection for the driver.
The standard roof hatch facilitates recovery of the driver after accidents. It allows the helmet to be gently removed upward and, if necessary, a rescue corset (Kendrick Extrication Device) to be inserted vertically from above to stabilize the driver’s spine.
For the first time, the rear window in every car is made of polycarbonate ex factory at no extra charge. This material reduces weight and is extremely impact-resistant. The safety fuel tank complies with FIA FT3 regulations and has a capacity of 100 litres. A fire extinguishing system completes the safety equipment.
Improved ergonomics in the cockpit
The cockpit is even more driver-oriented and easier to operate. The steering wheel features a control panel specified for TCR purposes. In the centre console, 12 functions are ergonomically optimized and logically grouped in a clearly arranged keypad. The ignition and various light functions can be activated there, as can the cockpit fan or the optional windshield heating. The brake balance and, if necessary, the fire extinguishing function are also within easy reach below the centre console.
Adaptable chassis
The McPherson design on the front axle makes it possible to implement changes to the kinematics faster than ever before. Whereas the previous bolting system always required a chassis measurement for changes, spacer components known as shims can now be inserted in the control arm and track rod in a matter of minutes. The track rods are standard on the 4-link rear axle to achieve bump steer effects. They support the agility of the car when turning in.
“Our new Audi RS 3 LMS thus takes on a great and responsible legacy,” says Chris Reinke, Head of Audi Sport customer racing. “The focus of our development goals for our latest model was on the customers. Whether it’s about running times or setup options, safety or cockpit ergonomics: we want to offer the teams a car that’s even more of a racing car than before, that has many practical advantages in everyday use and that can be operated economically thanks to long running times.”
Since the establishment of its Customer Racing division in 2015, Hyundai Motorsport has been providing teams and drivers competitive cars for rallies or circuit racing. From its competitive i20 R5 rallycar to the competitive i30 N TCR, Hyundai Motorsport-built cars have claimed victory in several championships, including national rally series in France and Spain, as well as consecutive titles in the FIA World Touring Car Cup (WTCR) in 2018 and 2019.
The i20R5 has been in competition since 2016.
5 years of experience
Drawing on the Customer Racing department’s 5 years of experience with the i20 R5, an all-new rallycar has been developed for privateer teams and drivers. Revealed recently, the new i20 N Rally2 is an improved all-round package based on the strong foundation of the new road-going i20 N chassis.
The i20 N Rally2, to be entered in 2021 rallies, retains the dynamic look of the road car – part of Hyundai’s new ‘Sensuous Sportiness’ identity – which includes several elements inspired by motorsport. With the exception of the 5-speed sequential gearbox from the i20 R5, nearly every other part of the i20 N Rally2 is brand new, including the 1.6-litre turbocharged engine.
“The i20 R5 was the first car from our Customer Racing department, and the new i20 N Rally2 shows how far we have come in the 5 years since the creation of the department,” said Team Principal Andrea Adamo. “Every area of the new car is an improvement over the original, thanks to the work of our dedicated team of designers and engineers.”
Fresh approach
The design process began in January this year with a specialised group of designers and engineers leveraging the experience of the i20 R5 project. In doing so, they have been able to take advantage of the growth of the Customer Racing business since 2015, which has seen the department grow from a handful of people to a team of 60.
The development of the i20 R5 has continued, with the engineers providing several updates to the original car in recent seasons to improve handling and performance. The i20 N Rally2 carries over these enhancements, with the new chassis allowing further gains in nearly every aspect of the car.
New suspension components and dampers give the car more driver-friendly handling characteristics on all surfaces – vital for the Rally2 category, which forms the basis for national and regional championships as well as WRC 2 and WRC 3 classes.
On a mission for more success
The i20 N Rally2 is developed with the aim of continuing the success of the i20 R5, which has claimed numerous titles with our customers since its debut in 2016. The i20 R5 customer teams will continue to receive the same level of support, uninterrupted by the development of the new car.
“Our focus is now on testing the i20 N Rally2 to further develop each aspect of the design to improve performance and reliability, while also ensuring the handling enables each of our customers to achieve the best possible results when they start competing with the car in 2021,” said Adamo.
The most powerful Audi racing car in the company’s 11-year history of its customer racing program makes its debut at this year’s Goodwood Festival of Speed this weekend. With a base price of 338,000 euros (around RM1.6 million), deliveries of the new Audi R8 LMS GT2 will start from December.
From the 2020 season on, they will be able to compete in the new GT2 class that will open up a new stage in racing to the world’s most beautiful super sportscars.
“This sportscar with its emotive high-performance V10 engine marks the top end of our customer racing program. The legendary event at Goodwood is the ideal venue for unveiling such a fascinating sports car,” said Oliver Hoffmann, CEO of Audi Sport GmbH.
Created for the new GT2 category
The racing car has been created for a future racing category which will come to life in Europe and North America in 2020. It will fill a gap between the existing GT3 and GT4 categories and specifically feature cars with high longitudinal dynamics.
Consequently, this type of car addresses gentleman drivers who have been the backbone of GT racing for decades. It is the fourth model for customer racing from Audi Sport.
