With a quick glance of the all-new Toyota TS050, one would think it’s the same challenger to the car that almost won Le Mans the year before. A heartbreak among the racing world, which saw Porsche take the world’s most prestigious race two times on the trot. This occurrence did not go down well in Japan, where the firm worked on all areas to prevent any similar issue from occurring, or anything new showing up.
On close inspection, the 2017 TSO50 sees a new aerodynamic package, gearbox and front and rear suspension, of which all change in architecture and packaging. While on the chassis sides, both Toyota and Porsche have agreed to use the same carbon monocoque until the new chassis regulations are introduced in 2020, which was forced into play to keep costs to a minimal.
The chassis remains very similar to the 2016 car, thus seeing a revamp on both the mechanical and aerodynamic sides of the car. Toyota claim “the car, visually, is very different from last years”. Let’s take a closer look.
Packaging finds
With the 2017 regulations remaining stable, with minor alterations to side bodywork and tyres being added to the ever-growing rule book, has meant Toyota have had to redesign the packaging at the rear of the car. The engine concept remains the same to the year before, a direct injection 2.4 Litre 90° V6, which sees twin turbos nestled below the engine banks. This is combined with an all-new 8MJ hybrid system, which is the first time a Japanese manufacturer has competed with.
Since Toyota came into the Hybrid era of LMP1 racing, they have competed with
motor generator units (MGU) both on the front and rear axles to recoup lost energy under braking, which sees the energy used on acceleration. “For 2017, these units have decreased in size a bit, so we have got some weight out,” says Toyota technical director Pascal Vasselon. Moreover, the lithium Ion battery pack,
which Toyota used for the first time in 2016 requires less cooling, hence why the radiator inlets are smaller on the 2017 racer when directly compared to the 2016 TS050. The battery can also operate at a much higher temperature too, thus better effiencty.
The new cooling system can be noted with
the rear bodywork removed. The new channels now lead to two repositioned radiators in the side pods, which see the ducts placed on the outside of the car under the Denso logo. With the routeing clear to see, they are there to cool the turbochargers. With the main ducts, which are now very F1 style, are for cooling the engine and MGU at the rear, with the cockpit, mounted duct feeding air through the plenum and into the combustion chambers.
An interesting feature of the new breed of engine in the TS050 is the space for a third ERS element. This has seen the firm open an R&D programme for a Porsche style gas recovery system, which may be introduced ahead of the 2018 WEC season, which would see Toyota climb up into the 10MJ category.
Gearbox gain
In the world of motor racing, transmission casing is always on the agenda to improve performance. While the case remains similar to the year before, Toyota has taken some weight out via the gearing themselves, which sees a lighter and stronger gear mechanism.
Suspension overhaul
The 2017 TS050 features new layouts both front and rear, with the geometry of the heave elements, dampers and third elements being adapted to the new packaging requirements.
Starting with the front layout, the bulkhead has been significantly reduced inside, remotely like the last of its kind Audi R18. The all carbon front end is Toyota’s only real big change to the chassis from last year. The main changes are new steering rack, damper location and control arm positions. “These changes are quite visible, we have a nice balance of suspension and grip with good benefits to the aero package” explains Vasselon. From the changes up front, the nose is slimmer, as well as raised slightly, so a bigger volume of air flow can surpass through the race car.
Meanwhile, with changes being applied the gearbox, the third element, a J-damper, which is a way of reducing tyre vibrations with the part of the tyre in contact with the road. By using a damper, in-bedded in a fluid, engineers can use the piston inside the reservoir to control each of movements as well as stiffen the ride.
Prior to 2017, this billet cylinder was mounted longitudinally over the gearbox case, but for 2017, this sits transversely which has been applied to better packaging in mind.
Images: Richard Washbrooke Photography