itself, 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.
F1 braking system
The car uses Akebono brake calipers, which is the same company which creates the calipers for McLaren F1 team. There are three piston units which see F1 style brake disc too, with cooling holes being applied to the outer surface. Toyota have also applied a small slit to bleed some of the high pressure around the wheel arches too.
Aerodynamic developments
The 2017 car sees a major change in the overall aerodynamic package. “This year we wanted to
claw back some downforce, which we think cost us a bit of performance last year,” says Vasselon. The front of the car sees the central nose and crash structure raised with the channel inlets to provide more mass flow through the car. Seasons before having seen this area of the car hidden away from the public, due to the array of turning vanes and vortex generators being used. And while this is still the case on the 919 Porsche, it’s Japanese rival is much more open.
With the overall car needing less cooling, the rear end is lower and tighter, thus meaning less drag of the rear end. And with the front allowing for a more efficient cooling system and downforce gain, the aerodynamic drag has been significantly reduced on its new racer.
While the car is stationary, it’s clear to see the raft of changes around the side pod undercut of the TS050. The design sees more ‘curvy’ approach, in that the flow that exits from the front nose will stay laminar to the car's bodywork, and feed the new cooler locations. From these changes, Toyota confirms “this area is more efficient than on the predecessor”.
Towards the rear of the car, the new diffuser design is quite noticeable. Of which has caused some controversy ahead of the big race in France. Porsche believes it utilises a double deck diffuser, which Toyota believe is not the case.
The car sees daylight appearing through the side inlets, and with the various vanes placed at the back of the car, it would suggest a double diffuser is hidden among the carbon fibre. Porsche and Toyota are currently waiting for official word from the FIA and ACO.
Engine Updates
Following the heartbreak at Le Mans, where an Intercooler pipe to the turbo had fallen off, engine development was still necessary for the car. Where the 2016 engine was brought forward a year (Was meant to be the first time out this calendar year) Toyota’s engineers spent much R&D on the internals of the V6 motor.
Back in 2015, the engine used was a 3.4 Litres which came down to 2.4 for 2016/17 engine, which even had 2.1 unit on the cards, which was later scrapped due to the increase in thermal energy being created by the engine core.
For 2017, the engine has been made stronger with the increase in aerodynamic downforce, but the engine remains relatively like the one which almost won Le Mans. Toyota has been tightly lipped on the development of the new unit, but confirms it is “lighter” and has increase in “efficiency”.
What’s is to come?
If anything, the heartbreak in the west of France has made Toyota ensure it designs and builds the best LMP car possible. And this shows in the WEC, which has won the opening rounds of the 2017 season at Silverstone and Spa, two very different circuits, which has seen the Japanese firm come out on top. The development programme for 2017 has been short and compact, but will this be enough to give Toyota its first win at the most prestigious race on earth?
Images: Stefan Ruitenberg