DeltaWing Race Car Debut

The DeltaWing race car's appearance contradicts a lot of commonly accepted race car design principles. Because it is so extreme, this car is either ahead of its time or a technical dead-end. There's no middle ground. I don't know what to make of it yet but the design certainly brings up a number of interesting points.

It was originally proposed as a single-seater for IndyCar competition beginning in 2012. However, IndyCar chose to go with a Dallara design instead.

So the team shifted its focus to racing as an experimental entry in this year's 24 Hours of Le Mans. The video above is footage from its recently completed shakedown test at Buttonwillow Raceway.

With minimal frontal area and few appendages to disturb airflow, there is no doubt about its ability to reach high straightline speeds with a lot less power than traditional race cars. The principles are sound.

The area in question is its ability to turn. In order for a car to effectively turn the front wheels must have sufficient traction which is a result of tire contact patch area and downward force.

In the video it doesn't sound like it is being driven very hard so it's hard to judge. At 0:49 there's just a hint the tires (presumably the fronts) start squealing at what appears to be a pretty moderate pace. That would be a possible indicator of understeer.

With each front tire a mere 4" wide, spaced very closely together and most of the car's weight on the rear axle (weight distribution has not been revealed) it seems the car needs a tremendous amount of front end aerodynamic downforce to prevent understeer and the risk of "wheelies". Tire wear could also be a concern since a lot is asked of them.

The car essentially has half the weight and power but almost ¾ of the tire footprint of its competitors. But on thing is for sure. It's not lacking in its backing.

A number of highly respected names have lent their support to the project including Dan Gurney, Don Panoz, Highcroft Racing, Nissan and Michelin. Whatever the outcome at La Sarthe they should be applauded for pioneering such a radical concept.

Michelin Active Wheel Concept

The latest generation of this electric drive system was shown at the 2008 Paris Motor Show, and could potentially eliminate a host of components in automobiles such as transmissions, driveshafts, and differentials. At the same time it also offers the potential to provide faster dynamic response time for functions related to stability control.

If the unsprung proportion of vehicle mass can be reduced it could offer fantastic handling as well. Presuming the battering pack weighed more than the combined weight of the active wheel systems on the car, and the battery was mounted in-board (sprung) and low, the handling might be fairly good.

Modular, discrete component systems will reduce the complexity of integration, and help enable more extensive collaboration in the industry.

Two concept cars are known to be using system. One is a city car from a joint venture between Orange and Heuliez called the WILL. The other is the Venturi Volage.

The wheel motor is claimed to have 30 kW (40 hp) of continuous output. The entire unit is contained in the wheel (save for the power source) and encompasses propulsion, suspension, and braking. There is a second motor in the housing to control suspension movement. Braking is via a conventional disc brake in addition to the ability to perform regenerative braking.

This is a promising strategic move for the company as it can position itself to supply a greater portion of the manufacturing value that goes into a vehicle, and in a way that seems easily scalable. At the same time this technology is a lot less risky than those that battery and energy storage firms are having to invest in.

Take a look at the Venturi Volage and the Heuliez Will.