Nissan DeltaWing crashes at 24 hours of LeMans race




This year at the 24 hours of LeMans annual race Nissan was set to prove their Nissan Deltawing design; There's no telling for certain if the shove came as a deliberate attempt from Toyota to end the Deltawing's race - probably not, probably just didn't see him there.

The driver of the Nissan Deltawing for this years 24 hours of LeMans was Satoshi Motoyama, seen in the video below trying valiantly to get his car started again in hopes to finish the race, unfortunately this car has given up its ghost.




ENGINE

Type:4 cylinder 1.6-litre Nissan DIG-T (Direct Injection Gasoline-Turbo)
Maximum Power Output:300bhp at 7400 rpm
Maximum Torque Output:
310Nm constant from 4000 to 6750rpm
Throttle Body:Diameter 50mm from Nissan 1.6-litre normally aspirated Juke engine
Throttle Type:Drive-by-wire
Cylinder Bore:Linerless with spray coating, as used in Nissan performance engines and future downsized road car engines
Cylinder Head:High flow tumble port similar to road car DIG-T engines, a Nissan Pure Drive technology
Cam Shaft:Features diamond-like coating and nano finish, both Nissan Pure Drive technology
Water Pump:Electrically powered on DeltaWing, Nissan road cars will adopt electric water pumps to improve fuel efficiency in future
Cylinder Block weight:15kg
Engine weight:91kg
Oil sump:Machined from Aluminium billet for light weight and to reduce engine height for installation
Fuel type:Le Mans Shell E10 petro 98RON
Exhaust system:Inconel 4 into 1 exhaust with external wastegate

TRANSMISSION
Gearbox:5-speed sequential
Clutch:2 plate carbon. 4.5”
Shift System:Electrically actuated direct barrel rotation paddle shift
Crown wheel and pinion:Planetary final driver potentially featuring efficient torque vectoring differential technology
Drive shafts:Equal length tripod-jointed half shafts

CHASSIS
Chassis type:FIA homologated carbon fibre monocoupe
Front suspension:Double-wishbone, unequal length, with coil over shock units to lower wishbones. 4130 heat-treated thin wall tubular steel welded construction
Rear suspension:Double-wishbone, unequal length, with pushrod/rocker actuation of coil over shock units. Motion ratio discriminiation between heave and roll via fulcrum arm on rear anti roll bar axis
Dampers:Coil over hydraulic dampers
Anti-roll bars:Torsion bar (rear). No front anti-roll bar
Steering:Bevel quadrant steering box without power assist. Rear axle torque vectoring functionality will not be used in race mode
Jacking:Air jack
Fuel tankFIA-specification gasoline fuel cell
Brakes:Vented PFC Carbon/Carbon discs with 4-pot aluminium monoblock calipers
Brake bias:40% torque bias front
BrakeVentilated uprights/air cooled
Front brake size:280mm diameter, 18mm thick
Rear brake size:320mm diameter, 25mm thick
Wheels:Forged magnesium 1 piece
Front wheel size:15" diameter, 4" wide
Rear wheel size:15" diameter, 12.5" wide
Front tyres:10/31/15 Michelin
Rear tyres:310/620/15 Michelin

WEIGHTS & DIMENSIONS
Weight:475kg without fuel or driver, 575kg with fuel and driver
Weight distribution (front/rear)28/72
Overall Length:4.65m
Front width:0.76m
Rear width:2.08m
Height:1.03m
Wheelbase:3.05m
Track width (front)0.6m
Track width (rear)1.74m
Minimum ground clearance (front/rear)30mm/60mm
Fuel tank capacity:40 litres

BODYWORK
Tub and body panels:Carbon composite
Aerodynamics:Twin vortex underbody downforce system – BLAT (Boundary Layer Adhesion Technology)
Centre of pressure:25% front, 75% rear
Coefficient of drag:0.35

PERFORMANCE
Top speed:315kph
0-100km/h:3.3 sec
Fuel consumption:Estimated 230-250gm/kwh

FEATURES

  • Engine and transmission are “non-stressed members” in the chassis structural design which allows the installation of a wide variety of lightweight powertrains.
  • The car features a 4 cylinder 1600cc liquid intercooled turbocharged engine that will produce approximately 300 horsepower at 8,000 rpm and weigh 70kg.

  • Transmission is a 5 speed plus reverse longitudinal design with electrical sequential paddle shift actuation. The differential features an efficient variable torque steer/differential speed-controlled planetary final drive reduction layout with the entire transmission weighing only 33kg.

  • Vehicle weight distribution is necessarily more rearward than traditionally seen with 72.5% of the mass between the wide track larger rear tires.

  • 76% of the aerodynamic downforce acts on the rear of the car which has a lift to drag ratio of >5.0.

  • Rear wheel drive coupled with the rearward weight and aerodynamic distributions greatly enhances inline acceleration capability.

  • Unique amongst today’s racing cars, more than 50% of the vehicle’s braking force is generated behind the center of gravity giving a dynamically stable response.

  • Locking propensity of the un-laden front wheel at corner entry is greatly reduced due to virtually no lateral load transfer with the narrow front track/wide rear track layout, steered wheel “scrub drag” moment is virtually zero greatly increasing tire utilization and reducing mid turn understeer. 

  • Advanced computer modeling of structures, impact energy management, aerodynamics, vehicle dynamics and tires has been used to develop the DeltaWing design.

  • Driver position, restraint layout and energy absorbing structures designed to meet the latest occupant survival criteria.

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