अधिकांश पढ़ने, लिखने

Caparo T1Road & Track

18 फ़रवरी 2015 | लेखक: | टिप्पणियाँ बंद पर Caparo T1Road & Track
Honda T1

By Gordon Murra July 2, 2007

Gordon Murray, noted designer of Formula 1 cars (Brabham, McLaren) and road cars (the McLaren F1, the ), is now Advanced Concepts Director of Caparo Vehicle Products, part of Caparo Vehicle Technologies, a company devoted to high-performance, lightweight composites for the car industry. It is based in the U.K. India and the U.S.

The firm’s first road-and-track car, a 2-seater named Caparo T1, promises to deliver 1000 bhp per ton, says Murray, who stresses that the Caparo is more than a concept car.

As a Road Track Contributing Editor, Murray presents here his technical and styling analyses. We are delighted to share his views with our readers, with full disclosure that Murray is a part of Caparo. We know you will find these behind-the-scenes glimpses as fascinating as we do. – Ed.

Caparo T1 Technical Analysis

Every so often in our world of sports cars one comes along that genuinely pushes the boundaries of design and performance just a little more. These are the cars that help inspire our industry and encourage further lateral thinking. Milestone vehicles are more often than not from the mind of a single designer or from a small team of very focused engineersthe Caparo T1 is no exception.

Ben Scott-Geddes and Graham Halstead are the T1 designersboth of them ex McLaren Cars. Ben and Graham were the two senior composite designers on the McLaren F1 road and racing programs and also on the Mercedes SLR McLaren design and production program. They also worked as the senior engineers in my advanced concepts team during my last two years at McLaren.

This experience exposed them to my very disciplined (if not fanatical) approach to lightweight by design.

Like most exotic super cars, the T1 began as part idea, part dreamto produce a road legal/track supercar using Formula 1 materials and technology that would produce racing levels of lateral and longitudinal g-forces and be the first road car to produce 1000 bhp per tonapproximately twice the power-to-weight ratio of the .

Unlike most new supercar programs that seem to fail at the first fence, the Caparo T1 exists and is currently going through its development program prior to production. This is largely down to 18 months of very hard work by Ben and Graham’s small, dedicated team and also thanks to the support from Caparo Group and its CEO Angad Paul.

Caparo is a $1.5 billion privately owned engineering group with a diverse range of skills in steel pressings, forgings, aluminum castings, through to braking systems, suspension and chassis components and tubular systems. Their latest investment is in two companies that will research innovative production systems and lightweight composite materials solutions for OEMs. So they have scale and know a thing or two about the automotive industry.

Technically the car benefits from the team’s in-depth knowledge of Formula 1 materials and technology, but conceptually it benefits from a fresh start, a lateral look at performance cars and a completely clean piece of paper.

The T1 is fundamentally a 2-seater F1 car with a carbon-fiber monocoque and body, wild ground-effect venturis, combined with conventional wings and a 3.5-liter V-8 engine. The shape of the Caparo is straight out of the form follows function book dictated mainly by packaging requirements and wind-tunnel results, while material selection is definitely fit for purpose.

The initial weight target for the car was just 450 किलोग्राम (less than 995 lb.) and therefore the guys needed to find an ultra-light (and reliable) engine that produced at least 450 बीएचपी – not an easy task! To keep the large pieces as light as possible, pre-preg carbon fiber has been used for the monocoque, nose box, body panels, fenders, wings and under-body parts.

The chassis itself is a sandwich construction using the 1/2-in. aluminum core and 2-mm-thick skins from a mixture of high-strength woven and unidirectional fibers in an epoxy resin matrix. The monocoque is molded in one piece with no cold bonding necessary. The chassis packaging is interesting with the passenger slightly behind the driver to take advantage of the shoulder to hip differential, to achieve close-coupled seating and limit the chassis/body width, rather two thirds of a McLaren F1.

Point load inserts are all integral in the sandwich construction in true Formula 1 fashion. The chassis weighs just 70 LB.

The primary structure is completed with a high-strength steel engine frame. Roll-over protection comes from a high-strength steel roll hoop mounted to the carbon tub.

Body panels are, unusually, also sandwich construction with 0.2-mm carbon skins and a Nomex honeycomb core. The cored construction principle continues with the front crash box and floors or underbody panels.

The shape of the T1 was happily not conceived under the oppressive shadow of F1 regulations so the designers could optimize the major component placement and packaging to achieve the required weight distribution and optimum aerodynamic shape.

The aerodynamic work was conducted using a sophisticated 30-percent model in the Activa (n-e Brabham) rolling-road wind tunnel. The model construction allowed studies on ground effects, external and internal airflow, the latter being a definite requirement for cooling calculations.

A target of 3g cornering capability meant that the underbody airflow tests included a massive program on diffuser shapes and sizes. There were many aero tests conducted on the moving ground belt to ensure a stable center of aerodynamic pressure under all pitch conditions.

The downforce on the vehicle comes from three major areas. The majority of the downforce comes from the underbody with the venturi and diffuser designs being wilder than those allowed in F1. Secondary downforce is achieved with two adjustable Fowler flaps on the trailing edge of the body, which can be adjusted to enhance the base suction bubble behind the car and thereby increase the effectiveness of the aero load on the floor of the vehicle.

The third major downforce element is a set of conventional wings. The front wing assembly is current racing car practice with a high-set nose carrying an underslung fixed mainplane with adjustable flap elements. The rear wing assembly is single-plane adjustable and is end-plate-mounted.

Total downforce is of the order of a current racing prototype and enough to run on the ceiling at 150 मील प्रति घंटा. Cornering and braking forces should be amazing.

This Is A Developing Story

दिलचस्प लेख

के रूप में टैग की गईं:

श्रेणी के अन्य लेख "होंडा":

 अनुवाद संपादित करें
हमारे सहयोगी
हमारा अनुसरण करो
हमसे संपर्क करें
हमारे संपर्क


सोवियत संघ में जन्मे


इस साइट के बारे में

विज्ञापन के बारे में सभी प्रश्नों के लिए, साइट पर सूचीबद्ध से संपर्क करें.

मोटरसाइकिलें विशिष्टताओं के साथ सूची, चित्रों, रेटिंग्स, समीक्षा और मोटरसाइकिलें के बारे में discusssions.