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IMSA: DeltaWing explains latest development updates, gearbox and differential

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In an effort to improve overall performance, the DeltaWing Racing Cars team has made numerous updates to the revolutionary DeltaWing coupe in recent weeks. As the team heads to the Mobil 1 SportsCar Grand Prix Presented by Hawk Performance at Canadian Tire Motorsports Park – a fast, flowing track that allows the innovative sports car prototype to maximize its straight line speed – team manager Tim Keene and race engineer Alan Mugglestone highlight these updates.

The main areas of development have been the gearbox and the differential. As the coupe increases in performance, the balance between the car’s light weight and the need for stronger components has been a very delicate proposition. The team incrementally added to the strength and layout of the gearbox, with wider gears, stronger bevel gears and now a stronger mounting. The team works with suppliers for these components but the bulk of the DeltaWing coupe’s parts are designed and built by the team.

The team has also successfully tested a differential, which raced for the first time at Watkins Glen. The DeltaWing was originally designed with a very complicated and experimental electronic differential that would not only help the car drive, but turn under braking. For a number of reasons, the concept was abandoned in favor of an “open” differential. The new differential performed well at tests last month and helped put the DeltaWing coupe in the top seven for much of the first two hours at The Glen, while the car’s fuel efficiency put the car in the lead during pit stops before a problem with the gearbox mounting ended the day.

Keene and Mugglestone are optimistic heading into the weekend at CTMP, where the team saw competitive times last season.

“The DeltaWing coupe is more suited to a track that allows constant momentum,” said Keene. “The Daytona Prototypes have so much more horsepower and torque off of slow corners than we do, so the more we can keep the smaller engine revved up the better it is for us – and these next two tracks lend themselves to that. Given the weight of the car, our aero is very efficient for high speed because most of our downforce comes from the bottom of the car rather than large wings or dive planes. It’s a much more efficient way to create downforce with less drag, which is the car’s basic concept.”

“The DeltaWing concept doesn’t produce a huge amount of downforce compared to a DP or a P2,” Mugglestone added. “It was designed to be a very low drag, fuel efficient car. So when you lose a small amount of downforce as we did when we went from the roadster to the coupe, it’s a much larger percentage. The switch to Continental tires – with a bit less width on the rear tire – enabled us to modify the floor and get some of that downforce back.

“With the limited slip differential we’re running now, an unloaded wheel will transfer torque to the loaded wheel. So we picked up traction in the corners, which puts the gearbox under the same stress but for longer periods of time. We’ve backed off the horsepower to the point where we know the engine is not breaking the gearbox, because we’re below the recommended torque. We’re going faster because we have more grip, both from the tires and from the fact that we now have two rear wheels driving forward. The stronger gearbox should be able to handle that.”

As IMSA finds the balance of performance between the three disparate members of the Prototype class – the Daytona Prototype, the P2 and the DeltaWing coupe – where does the DeltaWing slot in alongside its competitors?

“We’re somewhere between a DP and a P2 in speed,” said Mugglestone. “We don’t have the DP’s power, but we’re lighter weight and we have less drag, so we actually have the acceleration of a DP – but because we didn’t have a differential in the car, we haven’t been able to use it. The P2s are at the opposite end of the scale, with much better cornering ability than either the DP or us but more drag and less horsepower. If you break down the numbers, we’re actually closer to a DP. That’s why CTMP should suit the car, since we can use the straight line speed and keep momentum going.”

As the season continues, the DeltaWing team goal is simple: to maintain the delicate balance between performance, weight and reliability.

“The changes we’ve made will strengthen us for the remainder of the year,” said Keene, “and I expect to see the results of that starting this weekend. We’re looking forward to a good weekend, since fast, flowing tracks like CTMP are favorable to the DeltaWing. So getting to the finish is the priority and if we do that, I expect a good result.”

Katherine Legge joins a returning Andy Meyrick (coming off two Blancpain victories in the Bentley GT3) behind the wheel of the DeltaWing coupe at Canadian Tire Motorsports Park in Bowmanville, Ontario, Canada this weekend.

Verstappen disappointed with himself after Monaco crash

MONTE-CARLO, MONACO - MAY 29: Max Verstappen of the Netherlands driving the (33) Red Bull Racing Red Bull-TAG Heuer RB12 TAG Heuer on track during the Monaco Formula One Grand Prix at Circuit de Monaco on May 29, 2016 in Monte-Carlo, Monaco.  (Photo by Mark Thompson/Getty Images)
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Max Verstappen admitted that he felt disappointed with himself after crashing out of Sunday’s Monaco Grand Prix in his second race for Red Bull.

Two weeks on from his stunning victory in Spain, Verstappen endured a tough weekend in Monaco that saw him suffer three crashes.

A shunt in qualifying meant he had to start the race from the pit lane, but he made the most of the inclement conditions early on by switching tire to run inside the top 10.

However, a mistake at Massenet on lap 34 sent him careering into the barrier and out of the race, ending his hopes of a fightback to points.

“Disappointed in myself and disappointed for the team, because they worked very hard to get the car ready and I didn’t give them the result they deserved today,” Verstappen said.

“We were in a good way, we were in the points and to start from the pit lane and end in the points would have been very good, but I learned from this and hopefully we can come back stronger in Canada.

“It was pretty tricky especially in the beginning of the race it was a very slippery track. It got better and better, the track was drying, and I think from then on we had great pace and I was overtaking cars, charging through the field and everything felt well.

“Then we put the softs on and I locked up. Unfortunately I went a bit off-line and of course then you arrive in the wet area and I was a passenger from there on.

“That’s racing in the end, it can go up and down very quickly but you shouldn’t back off because of this you should keep positive, keep pushing.

“I learn a lot from those moments as well and I’m already focusing on Canada now and leaving Monaco behind.”

Bell, Hunter-Reay crash in pit lane battling for Indy 500 lead

INDIANAPOLIS, IN - MAY 27:  Ryan Hunter-Reay, driver of the #28 Andretti Autosport Honda Dallara, practices during Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.  (Photo by Jamie Squire/Getty Images)
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Ryan Hunter-Reay and Townsend Bell’s hopes of winning the 100th Indianapolis 500 for Andretti Autosport were dashed after coming together in the pit lane when battling for the lead of the race.

Following a caution period called for crashes involving Mikhail Aleshin and Conor Daly, the majority of the field dived into the pits for the fifth round of pit stops.

Both Hunter-Reay and Bell had been running inside the top three before the caution, battling with Tony Kanaan, James Hinchcliffe and Helio Castroneves for the lead of the race.

On the race off pit road, Bell’s car was released into the path of the oncoming Castroneves, resulting in contact.

Bell’s car was sent into Hunter-Reay just as he was released, leaving both pointing the pit wall nose-first.

Only one crew member was in the line of fire, but he managed to jump out of the way quickly. A tire was also hit, but did not come off the ground, meaning no-one in the area was hurt.

Bell was assessed a penalty for the incident, unsafe release:

Andretti was forced to wheel both of its cars back to their pit boxes, costing both drivers time before they were sent back out again. At the time of writing, Hunter-Reay and Bell now run P25 and P26 respectively and are battling to remain on the lead lap.

Castroneves leads halfway; Karam crashes out on Lap 94 at Indy 500

INDIANAPOLIS, IN - MAY 27:  Helio Castroneves #3 of Brazil watches alongside owner Roger Penske during Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.  (Photo by Jamie Squire/Getty Images)
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INDIANAPOLIS – Thus far the quartet of Ryan Hunter-Reay, James Hinchcliffe, Townsend Bell and Josef Newgarden have had the strongest cars in the 100th Indianapolis 500 presented by PennGrade Motor Oil.

But it’s Helio Castroneves who now leads at the 100-lap mark, as he did last year, following the fourth round of pit stops. He’s in search of his fourth Indy 500 win.

Prior to Lap 100, Bryan Clauson was out front. Clauson went a lap down early and has not made his fourth pit stop yet in the No. 88 Cancer Treatment Centers of America Honda for Dale Coyne Racing. But courtesy of a typically-cagey Coyne strategy play, he was nearly out front for this historic moment in the longest Indianapolis 500 outing of his three starts thus far.

There’s already been 31 lead changes – other leaders include Hunter-Reay who’s led a race high 44 laps, Hinchcliffe, who’s led 26, then Will Power (8 laps led), Bell (8), Castroneves (6), Clauson (3), Newgarden (2), Sage Karam (2) and Carlos Munoz (1).

Just prior to halfway, Sage Karam’s strong run from 23rd up to seventh came to a crashing halt in Turn 2. The driver of the No. 24 Gas Monkey Energy Chevrolet for DRR-Kingdom Racing appeared to get pinched in Turn 1 by Bell – who also made a similarly tight move on Newgarden – then hit the wall and careened through to Turn 2.

Karam’s accident means he’s the second car officially out of the race, along withe defending race winner Juan Pablo Montoya.

At Lap 100 the order is below:

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Defending Indy 500 winner Juan Pablo Montoya wrecks out on Lap 64

INDIANAPOLIS, IN - MAY 27:  Juan Pablo Montoya of Columbia, driver of the #2 Verizon Team Penske Chevrolet,   drives  on Carb Day ahead of the 100th running of the Indianapolis 500 at Indianapolis Motorspeedway on May 27, 2016 in Indianapolis, Indiana.  (Photo by Chris Graythen/Getty Images)
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Juan Pablo Montoya will not be the first driver to go back-to-back as winner of the Indianapolis 500 since 2002.

The defending Indy 500 winner wrecked out of the 100th running of the race on Lap 64. Montoya’s silver No. 2 Chevrolet got loose in Turn 2, spun around and hit the outside wall with his left front.

“I just got loose and lost the car,” Montoya told ABC. “It’s just difficult, people were doing a lot dumb things on the restarts and I felt it was not necessary. So I took my time and started coming through the field and the car felt pretty good. It just stepped out of nowhere.”

Montoya, who started 17th, was running in 19th when the single-car accident occurred. The two-time winner of the “500” was cleared and released from the infield care center.

The crash caused the second caution of the race after an early debris caution.