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Toyota TS040 Hybrid
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Toyota TS040 Hybrid
The Toyota TS040 Hybrid is a Le Mans Prototype 1 (LMP1) sports car built and used by Toyota Motorsport GmbH in the 2014 and 2015 seasons of the FIA World Endurance Championship. Work on the car's design began in November 2012, when the Automobile Club de l'Ouest (ACO) published its 2014 technical regulations and Toyota utilised its resources after the 2013 24 Hours of Le Mans. The car is an aerodynamic improvement on its predecessor, the TS030 Hybrid, and its design allowed four-wheel drive. It has two kinetic energy recovery system (KERS) regenerative-braking devices at the front and rear axles to charge a supercapacitor and, in accordance with the 2014 regulations, was placed in the 6 MJ (1.7 kWh) class. The TS040's engine was carried over from the TS030; its displacement was increased from 3.4 L (210 cu in) to 3.7 L (230 cu in) for better efficiency, producing 513 horsepower (383 kW) to the rear wheels.
The TS040 was shown to the press for the first time at the 26 March preseason test session at Circuit Paul Ricard, and was driven 25,000 km (16,000 mi) before the start of the 2014 season. Toyota supplied two cars, driven by six drivers, for the season. Nicolas Lapierre, Anthony Davidson and Sébastien Buemi won the season's opening two races in the No. 8 car; Lapierre aquaplaned, crashing at the 24 Hours of Le Mans before recovering to finish third. After the crash, Lapierre was dropped and Buemi and Nakajima won two more races and had another podium finish to win the 2014 World Endurance Drivers' Championship. Consistent performances from Alexander Wurz, Stéphane Sarrazin, Kazuki Nakajima and reserve driver Mike Conway won Toyota the World Endurance Manufacturers' Championship at the season-ending 6 Hours of São Paulo.
The car was further developed after the 2014 24 Hours of Le Mans in accordance with the 2015 regulations. The front of the TS040 changed, a new suspension preserved tyre life, its supercapacitor was altered for better performance, and two body kits were created to match the car to a track. Although the season began with a third-place finish for the No. 1 car (driven by Buemi, Nakajima and Davidson) at the 6 Hours of Silverstone, the TS040 struggled against rivals Audi and Porsche in the seven remaining rounds before Wurz, Sarrazin and Conway's No. 2 entry finished second at the season-ending 6 Hours of Bahrain; Toyota placed third in the World Endurance Manufacturers' Championship. The TS040 was replaced by the TS050 Hybrid for the 2016 season.
The TS040's initial studies and simulations began immediately after the Automobile Club de l'Ouest (ACO) published its first revision of the 2014 FIA World Endurance Championship technical regulations in November 2012. Toyota gradually increased their involvement in the car's development, focusing on the project after the 2013 24 Hours of Le Mans. The TS040, designed to meet the new Le Mans Prototype 1 (LMP1) regulations to improve driver safety and enhance visibility, was an aerodynamic improvement on the TS030 Hybrid. Built at Toyota Motorsport headquarters in the North Rhine-Westphalia city of Cologne, the car's chassis design was supervised by engineer Pascal Vasselon. The TS040's engines were built in Japan, and the team was directed by the French racing squad Oreca.
The car was refined with hardware-in-the-loop technology and computer-calculation hardware to test individual components based on track data, enabling engineers to optimise its design; and was more efficient than test driving. The new LMP1 regulations made the TS040 10 cm (100 mm) shorter than its predecessor and reduced the width of the tyre arches by 5 cm (50 mm); most attention focused on reducing drag and increasing downforce (improving road grip), lowering its fuel consumption by 25 per cent over 2013. The TS040's aerodynamic design was conducted at Toyota Motorsports' wind tunnel in Cologne. Toyota achieved their objective of lowering the car's weight by the mandated 45 kg (99 lb) with design and lightweight components.
The TS040's design permitted four-wheel drive, and its chassis consisted of carbon fibre and aluminium materials. Front airflow to cool the chassis was enabled with exit ducts under the wing mirror stalk at the back of the front wheel guards. Independent push-rod suspensions are linked to a bellcrank, and the torsion bar is mounted at the pivot point. Total, Toyota's petrol supplier, worked with the team to enhance fuel efficiency and performance. The car's seven-speed sequential gearbox was made of aluminium, and the multiplate clutch was supplied to Toyota by ZF Friedrichshafen. The TS040's driveshaft was the constant-velocity joint type (including tripods), with a viscous-constructed mechanical locking differential. The dual-circuit Brembo brake discs, made of lightweight carbon ceramic materials, enabled hydraulically-activated power steering. Michelin remained the team's tyre supplier.
The car's mid-mounted, naturally-aspirated petrol V8 engine, angled at 90 degrees, was carried over from the TS030 Hybrid. Its displacement, increased from 3.4 L (210 cu in) to 3.7 L (230 cu in) by lengthening the stroke for better efficiency, supplied 513 horsepower (383 kW) to the rear wheels. The engine was developed to run with a fuel flow metre promoting a concept switch to efficiency from power. The bosses-mounted injection system were in the inlet tract and placed over the angled throttle valves relative to the inlet path. They were fitted with eight solenoid injectors which sent power each of the throttle runners and into the inlet portlets. Toyota installed two systems featuring knock control to detect vibration and real-time combustion pressure sensors to tune the spark timing among other engine components during a race for reliability purposes.
Like its predecessor, the TS040 had two kinetic energy recovery system (KERS) regenerative braking devices (the ACO used the alternate acronym, ERS) produced by Toyota Racing Development at the company's road research and development Higashi-Fuji Technical Center to charge a Nisshinbo supercapacitor. Additional power was directed to the axles (the rear by Denso and the front by Aisin AW), giving it an automatic horsepower increase of 473 hp (353 kW) for a total of 986 hp (735 kW). Its motor generator unit acted as a generator while braking, harvesting energy from the drive shaft to slow the car and convert into electricity which is stored in the supercapacitor. The 2014 regulations divided the motor-generator unit hierarchy into 2 MJ (0.56 kWh) increments, from 0 MJ (0 kWh) to 8 MJ (2.2 kWh). Toyota chose the 6 MJ (1.7 kWh) category, since the 8 MJ (2.2 kWh) class had a negative effect on lap time due to its additional weight.
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Toyota TS040 Hybrid
The Toyota TS040 Hybrid is a Le Mans Prototype 1 (LMP1) sports car built and used by Toyota Motorsport GmbH in the 2014 and 2015 seasons of the FIA World Endurance Championship. Work on the car's design began in November 2012, when the Automobile Club de l'Ouest (ACO) published its 2014 technical regulations and Toyota utilised its resources after the 2013 24 Hours of Le Mans. The car is an aerodynamic improvement on its predecessor, the TS030 Hybrid, and its design allowed four-wheel drive. It has two kinetic energy recovery system (KERS) regenerative-braking devices at the front and rear axles to charge a supercapacitor and, in accordance with the 2014 regulations, was placed in the 6 MJ (1.7 kWh) class. The TS040's engine was carried over from the TS030; its displacement was increased from 3.4 L (210 cu in) to 3.7 L (230 cu in) for better efficiency, producing 513 horsepower (383 kW) to the rear wheels.
The TS040 was shown to the press for the first time at the 26 March preseason test session at Circuit Paul Ricard, and was driven 25,000 km (16,000 mi) before the start of the 2014 season. Toyota supplied two cars, driven by six drivers, for the season. Nicolas Lapierre, Anthony Davidson and Sébastien Buemi won the season's opening two races in the No. 8 car; Lapierre aquaplaned, crashing at the 24 Hours of Le Mans before recovering to finish third. After the crash, Lapierre was dropped and Buemi and Nakajima won two more races and had another podium finish to win the 2014 World Endurance Drivers' Championship. Consistent performances from Alexander Wurz, Stéphane Sarrazin, Kazuki Nakajima and reserve driver Mike Conway won Toyota the World Endurance Manufacturers' Championship at the season-ending 6 Hours of São Paulo.
The car was further developed after the 2014 24 Hours of Le Mans in accordance with the 2015 regulations. The front of the TS040 changed, a new suspension preserved tyre life, its supercapacitor was altered for better performance, and two body kits were created to match the car to a track. Although the season began with a third-place finish for the No. 1 car (driven by Buemi, Nakajima and Davidson) at the 6 Hours of Silverstone, the TS040 struggled against rivals Audi and Porsche in the seven remaining rounds before Wurz, Sarrazin and Conway's No. 2 entry finished second at the season-ending 6 Hours of Bahrain; Toyota placed third in the World Endurance Manufacturers' Championship. The TS040 was replaced by the TS050 Hybrid for the 2016 season.
The TS040's initial studies and simulations began immediately after the Automobile Club de l'Ouest (ACO) published its first revision of the 2014 FIA World Endurance Championship technical regulations in November 2012. Toyota gradually increased their involvement in the car's development, focusing on the project after the 2013 24 Hours of Le Mans. The TS040, designed to meet the new Le Mans Prototype 1 (LMP1) regulations to improve driver safety and enhance visibility, was an aerodynamic improvement on the TS030 Hybrid. Built at Toyota Motorsport headquarters in the North Rhine-Westphalia city of Cologne, the car's chassis design was supervised by engineer Pascal Vasselon. The TS040's engines were built in Japan, and the team was directed by the French racing squad Oreca.
The car was refined with hardware-in-the-loop technology and computer-calculation hardware to test individual components based on track data, enabling engineers to optimise its design; and was more efficient than test driving. The new LMP1 regulations made the TS040 10 cm (100 mm) shorter than its predecessor and reduced the width of the tyre arches by 5 cm (50 mm); most attention focused on reducing drag and increasing downforce (improving road grip), lowering its fuel consumption by 25 per cent over 2013. The TS040's aerodynamic design was conducted at Toyota Motorsports' wind tunnel in Cologne. Toyota achieved their objective of lowering the car's weight by the mandated 45 kg (99 lb) with design and lightweight components.
The TS040's design permitted four-wheel drive, and its chassis consisted of carbon fibre and aluminium materials. Front airflow to cool the chassis was enabled with exit ducts under the wing mirror stalk at the back of the front wheel guards. Independent push-rod suspensions are linked to a bellcrank, and the torsion bar is mounted at the pivot point. Total, Toyota's petrol supplier, worked with the team to enhance fuel efficiency and performance. The car's seven-speed sequential gearbox was made of aluminium, and the multiplate clutch was supplied to Toyota by ZF Friedrichshafen. The TS040's driveshaft was the constant-velocity joint type (including tripods), with a viscous-constructed mechanical locking differential. The dual-circuit Brembo brake discs, made of lightweight carbon ceramic materials, enabled hydraulically-activated power steering. Michelin remained the team's tyre supplier.
The car's mid-mounted, naturally-aspirated petrol V8 engine, angled at 90 degrees, was carried over from the TS030 Hybrid. Its displacement, increased from 3.4 L (210 cu in) to 3.7 L (230 cu in) by lengthening the stroke for better efficiency, supplied 513 horsepower (383 kW) to the rear wheels. The engine was developed to run with a fuel flow metre promoting a concept switch to efficiency from power. The bosses-mounted injection system were in the inlet tract and placed over the angled throttle valves relative to the inlet path. They were fitted with eight solenoid injectors which sent power each of the throttle runners and into the inlet portlets. Toyota installed two systems featuring knock control to detect vibration and real-time combustion pressure sensors to tune the spark timing among other engine components during a race for reliability purposes.
Like its predecessor, the TS040 had two kinetic energy recovery system (KERS) regenerative braking devices (the ACO used the alternate acronym, ERS) produced by Toyota Racing Development at the company's road research and development Higashi-Fuji Technical Center to charge a Nisshinbo supercapacitor. Additional power was directed to the axles (the rear by Denso and the front by Aisin AW), giving it an automatic horsepower increase of 473 hp (353 kW) for a total of 986 hp (735 kW). Its motor generator unit acted as a generator while braking, harvesting energy from the drive shaft to slow the car and convert into electricity which is stored in the supercapacitor. The 2014 regulations divided the motor-generator unit hierarchy into 2 MJ (0.56 kWh) increments, from 0 MJ (0 kWh) to 8 MJ (2.2 kWh). Toyota chose the 6 MJ (1.7 kWh) category, since the 8 MJ (2.2 kWh) class had a negative effect on lap time due to its additional weight.
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