has been a fixture in sports car racing in North America for over
three decades. Over the years, the team has won the 24 Hours of
Daytona twice, and many other races, including the driver’s
title for Elliott Forbes-Robinson in the ALMS’ inaugural season.
Over the past three years this has been the team that has pushed
– and sometimes defeated – the best in the world, Champion
Racing and its Audi R8. In the process, Dyson Racing again demonstrated
why it has always been among those few teams at the pinnacle of
sports car racing. In 2006, Dyson Racing debuts an entirely new
and exciting Lola B06/10, powered by Advanced Engine Research’s
Twin Turbo V8.
will be bringing you reports from each of the team’s American
Le Mans Series events, along with other special features throughout
the season. The first of these, an overview of the new car and engine,
launches our special coverage, less than a week before the first
outing at Sebring’s “Wheels Down Winter Test,”
January 23-25. We hope you come back here for Dyson Racing coverage
throughout the season.
Dyson Racing Lola B06/10
Lola Cars International has a long and storied history as a constructor
of some of history’s great race cars, punctuated recently
by the re-introduction of a beautiful classic, the Lola T70 of the
late 1960s. The rookie season of the company’s “new
rules” Le Mans Prototype 2 (LMP2), the B05/40, was singularly
successful for a new design, combining both speed and reliability
to win driver and team championships in both the American Le Mans
series and the Le Mans Endurance Series in 2005.
similarity of the LMP2 rules to those for the larger, more powerful
Le Mans Prototype 1 (LMP1) machines augers will for the success
of the new Dyson Racing prototype. The Dyson crew is more than a
little familiar with Lola prototypes, of course, having raced the
B01/60, first as an LMP675, then as an LMP1, in the ALMS over the
past three seasons. Originally designed for a “lighter”
class, that Lola was a speed, but not a “thoroughness”
match for the tank-like Audi R8.
While it benefits
from the development of last season’s B05/40, the B06/10 (below)
is specifically designed for the new Automobile Club de l’Ouest
LMP1 prototype rules.
mid-November, when the tub passed FIA crash testing, the new car’s
aero design had already logged 260 hours in Lola’s own Composite
Tooling and Structures, Ltd., wind tunnel, which produces wind speeds
of 145 mph. A similar amount of testing of the B05/40, plus a season
of “on-track” experience, certainly further contributed
to the knowledge of Lola aerodynamicist Phil Tiller (who runs the
design team’s Computational Fluid Dynamics simulations) and
Composites Manager Craig Turner. The Chief Designer of the Lola
B06/10 is Julian Sole, who has spent his considerable career with
Lola, and set out – in contrast to the B01/60 – to build
a customer car. As Head of Engineering Julian Cooper told dsc about
the B05/40 last year, and the difference is substantial. We can
expect significantly improved reliability in Dyson Racing’s
Lola Cars International,
Ltd. provided the following technical specifications for the LMP1
The Lola B06/10 Sports Car is eligible for the ACO/ LMP1 class at
Le Mans, and will also be used in the Le Mans Endurance Series and
the American Le Mans Series
The minimum regulation weight is 925 kg. This will be the target
weight for the complete car.
The chassis is constructed from carbon fibre in one piece, with
symmetrical twin rollover hoops.
Fire extinguisher: SPA
The bodywork is all new for the revised aero regulations introduced
Construction is pre-preg carbon fibre with honeycomb core in order
to stiffen the panels.
The rear wing and underbody are also of lightweight carbon composite
The front and rear uprights are fabricated from aircraft spec steel
and TIG welded.
Both front and rear suspension use double fabricated steel wishbones
Timken wheel bearings
Lola 6 speed manual sequential units based on proven Champcar and
Bellhousing adaptor depending on the engine installation (in the
Dyson Lola, AER Twin Turbo V8)
Lightweight magnesium main case casting.
Hitco Carbon brakes, discs and pads
AP Racing calipers and master cylinders
Front & rear vented brake discs – 380mm diameter
AER Twin Turbo V8.
18” diameter x 13.5” wide
Rear 18” diameter x 14.5” wide
Life Racing F90 ECU as required for AER Twin Turbo V8
DMS RT40 12 volt high energy battery
Two headlights housed in the nose section plus indicators, two rear
red brake lights.
Dry sump with 10 litre oil tank
Charge air intercooler for turbo engine
Heat exchanger/Oil cooler
ATL fuel cell capacity is 90 litres. Regulation fuel capacity is
achieved by fitting fuel displacement balls if necessary.
Fuel pump: Bosch
Rack and pinion.
Kyaba power steering
FACTS AND FIGURES
Chief Designer: Julian Sole
Windtunnel hours: 290
CAD hours: 8000
Number of staff dedicated to project: 28
AER P32 Twin Turbo V8
Engine Research (AER) will provide the power for Dyson Racing in
2006, as has for the last three years. But, as with the Lola chassis,
there is a significant difference. To produce this V8, AER started
with not only a “clean sheet of paper,” but with the
additional experience from personnel from F1. What (or who) they
added to their already considerable skills were Chief Engineer Ian
Prosser, who has been in charge of “above decks” (heads
and valve train) design of the engine, and Oliver Allen, responsible
for “below decks,” (crankshaft, etc.), and recently
appointed AER’s Technical Director. Ian had responsibility
(in F1) for port and combustion chamber design, and, strangely enough,
for the cylinder head of a racing diesel engine. Oliver was in charge
of piston/con rod assembly and pump design with his former employer.
Both, having worked on Ilmor’s CART engine programmes, and
along with AER’s already talented staff, have no small amount
of turbo engine experience either.
this augmentation, AER set out to design the “sports car racing
engine of the future.” Well, the future is now, as Dyson Racing
will fire up the engine at Sebring’s Wheels Down Winter Test
within a few days’ time. The keys to that design have been
minimizing parasitic losses, improving combustion efficiency, and
reducing internal friction losses. The result is the smallest and
lightest sports car racing engine ever. A conservative approach
means the engine will be introduced initially without it, but the
design contemplates the use of gasoline direct injection (pioneered
by Audi’s R8) after the engine has “gotten its legs,”
and been sorted in traditional indirect injection form.
the following technical specifications for the AER P32 Twin Turbo
The AER P32 Twin Turbo V8 is designed specifically to meet ACO/
LMP1 class requirements at Le Mans, and to be used in the Le Mans
Series and the American Le Mans Series.
All Alloy 75° V8
CAPACITY 3.6 Litres
OVERALL LENGTH 510.65 mm (20 inches)
OVERALL WIDTH 605.7 mm (24 inches)
OVERALL HEIGHT (INCLUDING PLENUM) 588.2 mm(23 inches)
WEIGHT (INCUDING TURBOCHARGERS) 114 kg (250 lbs)
CRANKSHAFT CENTERLINE (FROM BOTTOM) 87 mm (3 ½
MAXIMUM RPM 12,000 (approx.)
HORSEPOWER (UNRESTRICTED) 1,000 (approx.)
HORSEPOWER (ACO RESTRICTORS) 650 (approx)
Mike Lancaster told dsc in July, “The additional skills available
to us now have enabled us to design an LMP1 engine that is absolutely
state of the art – it’s a clean sheet design, and it’s
ground-breaking, too. In terms of its strength and weight, its direct
injection variant and the drive by wire electronics, it is state
of the art. We haven’t based this on the block of anything
else, for example. We are convinced that it’s in a different
league to anything else that’s available to a customer.”
So Dyson Racing
comes to the 2006 American Le Mans Series campaign armed with the
best hardware available in the world of sports car racing. We’ll
see the first results of that at Sebring’s Wheels Down Winter
Test, and we’ll bring you a report of those results –
after a break for the team’s outing in its Crawford Prototype