Nissan Lmp1 car launched. Front engined.
Discussion
Godalmighty83 said:
Well no transmission-
https://www.flickr.com/photos/nissan-racing/158112...
But maybe a couple of small motors somehow packed into that tiny space with the suspension.
There is a propshaft running front to back, from the hybrid unit under the drivers legs. The halfshafts are in the upper suspension plane with drop gears taking the drive down in the hub. All explained here;https://www.flickr.com/photos/nissan-racing/158112...
But maybe a couple of small motors somehow packed into that tiny space with the suspension.
http://www.mulsannescorner.com/newsjan15.html
Great to see something so different, wonder if it will change the way designers look at cars in the future?
Also really happy to see local lad Harry Tincknell get one of the drives with Nissan, after a great class win at Le Mans last year. Really looking forward to seeing how he gets on in P1!
Also really happy to see local lad Harry Tincknell get one of the drives with Nissan, after a great class win at Le Mans last year. Really looking forward to seeing how he gets on in P1!
I can’t see a downside to this at all. We’ve already got three ‘conventional’ hybrid LMP1 cars; now we have another which is trying something genuinely different. There will be scores of engineering challenges to overcome and I doubt it will be on the money in year one so much better to judge in years two or three. Look at how Mazda are making strides with the TUSCC LMP2 programme.
I’m genuinely really excited to see how it performs. I was lucky to see the Panozes race on a number of occasions. David Brabham’s hounding of the Audi R8s during the early laps at the 2000 Le Mans 24 Hours remains a lifetime highlight. How fantastic we have a sufficiently open rulebook that it permits such variation.
Oh – and imagine how good it might sound as well; not another diesel for the whinging brigade to whinge about.
I’m genuinely really excited to see how it performs. I was lucky to see the Panozes race on a number of occasions. David Brabham’s hounding of the Audi R8s during the early laps at the 2000 Le Mans 24 Hours remains a lifetime highlight. How fantastic we have a sufficiently open rulebook that it permits such variation.
Oh – and imagine how good it might sound as well; not another diesel for the whinging brigade to whinge about.
jurbie said:
Just noticed the caption under picture 27 
l354uge said:
Page 2, under a image of the cockpit.
"They came very close to having yet another button in here!"
Ah, sorry, get it now. Maybe, maybe not, but it was well reported that he was taking to a few Sportscar teams."They came very close to having yet another button in here!"
Moving on a bit, this was posted on Twitter yesterday, showing how extreme the drivers leg position is;
Red Firecracker said:
Ah, sorry, get it now. Maybe, maybe not, but it was well reported that he was taking to a few Sportscar teams.
Moving on a bit, this was posted on Twitter yesterday, showing how extreme the drivers leg position is;
Something very unsafe looking about that. Legs elevated, a large shaft directly behind a small wheel. Wouldn't want to be sitting there during a big shunt, or trying to get out in a hurry.Moving on a bit, this was posted on Twitter yesterday, showing how extreme the drivers leg position is;
That said, I am sure Nissan know what they are doing. I love how different this car is. Will be great to see how it goes.
I think the Lemans regulations regarding crush structures, etc., are pretty good
https://www.youtube.com/watch?v=zieVq1JDAEo
The raised legs of the driver rest on the KERS unit, dual-flywheel pack and all.
https://www.youtube.com/watch?v=zieVq1JDAEo
The raised legs of the driver rest on the KERS unit, dual-flywheel pack and all.
I just wonder how vulnerable the radiators and other gubbins at the front are?
We've seen numerous times the Audis and Toyotas go nose-first into the barriers, drag themselves round to the pits and then be sent on their way again after new front end bodywork (probably simplifying slightly!) and I also remember the front end radiators from the Porsches in the Porsche Challenge etc. who would retire after a slight nudge due to radiator damage.
We've seen numerous times the Audis and Toyotas go nose-first into the barriers, drag themselves round to the pits and then be sent on their way again after new front end bodywork (probably simplifying slightly!) and I also remember the front end radiators from the Porsches in the Porsche Challenge etc. who would retire after a slight nudge due to radiator damage.
TheHoof said:
Havoc856 said:
According to the piece in Racecar Engineering the rads sit on the front crash structure, so they're probably not as susceptible as we think.
Plus, at least they're easy to reach and replace....
Darren Cox on the RLM Road to LeMans podcat said something akin to - the days of having an incident, getting back to the pits, fixing, getting back out and winning are long gone. Perhaps they're relying on the soft fleshy bits to avoid contact Plus, at least they're easy to reach and replace....
That's all very well stating that, but nobody can be that sure that that is not going to be the case. Just look at the carnage last year, both finishing Audis required turbo changes (10 minutes +) with accompanying slow laps. Also, it's not just accident damage, such as heavy collision with a car, there is also debris etc that can take out a radiator. Four LMP1 manufacturers is going to lower the lap time, they are going to fight harder and the bit of track that the LMP1s are running in is going to get more crowded.
Very very good, possibly the best, PR user is Darren Cox, I think, but you can't make sweeping statements such as his and pin your hopes on them. I wish them all the best, they truly are bucking the trend with regards to more openness (but not full, as per the oft repeated Cox mantra) but I do feel that the media sometimes fall into embracing Darren Cox a bit more than might be best, sometimes leaving the difficult questions and badgering unsaid.
Very very good, possibly the best, PR user is Darren Cox, I think, but you can't make sweeping statements such as his and pin your hopes on them. I wish them all the best, they truly are bucking the trend with regards to more openness (but not full, as per the oft repeated Cox mantra) but I do feel that the media sometimes fall into embracing Darren Cox a bit more than might be best, sometimes leaving the difficult questions and badgering unsaid.
TheHoof said:
Darren Cox on the RLM Road to LeMans podcat said something akin to - the days of having an incident, getting back to the pits, fixing, getting back out and winning are long gone.
Long gone.. except last year. Cox is full of PR s
te, which you might expect from a brand manager rather than an engineering bloke. Audi consistently win at Le Mans due to better team work and better engineered/maintainable cars. The thing is, the Audi way of approaching the race is well known and imminently copyable, the turbo replacement being the case in point. Every tool, part and widget required for the job is in a pack. That pack is brought out when the car is pulled in and the job is done. That is not a secret, it is widely reported. Yet nobody else seems to do that. Obviously it is harder for the smaller teams as it means an increased cost in parts and tools, but it is inexcusable for the factory teams to overlook that process.
We will see if Nissan take things like that on board.
We will see if Nissan take things like that on board.
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