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Porsche's e-fuel production site in Chile.

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Porsche's e-fuel production site in Chile.

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What's the name of the banned innovation made by Mercedes ?

What's the point of the innovation ?

What is toe ?

What is the advantage of this innovation ?

Was the DAS system legal concerning FIA's regulation ?

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The thermo-regulated heating system, developed by Racer, features a single intelligent button connecting the two gloves, enabling usage without disengaging from the accelerator. With three heating levels, the gloves offer high-performance insulation for exceptional comfort and a notably high heat level, complemented by a waterproof membrane. An optional battery/cigar lighter kit is available for extended autonomy. Theses gloves are already on the market.

Source : Racer

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Battery-swapping tech : a considerable advantage for electric motorcycles.

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Battery-swapping tech : a considerable advantage for electric motorcycles.

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This, however, is not a viable solution on motorcycles, where every additional kilo brings a disadvantage in performance and handling, and where there simply isn't the space to endlessly increase the size of a battery. As a result, the current class-leaders often struggle to achieve even 100 miles of real-world range, punctuated by extended recharging stops. Electric bikes may have smaller batteries than cars, but they don't refill much quicker, and usually lack the cooling and electronics needed to benefit from the fastest of rapid chargers.

Battery-swapping technology reverses the vicious circle that larger batteries bring for bikes, where more kWh means more weight, a bigger motor, bigger brakes, and stronger suspension, all adding even more mass and bulk to the mix. Provided a widespread network of battery-swap stations is available (a big ask, admittedly), allowing dead batteries to be replaced with fresh ones in a matter of seconds-faster, cheaper, and cleaner than even filling a petrol tank would be-then stopping regularly to do it becomes less of a chore.

If you can reduce a bike's range to, say, 50 miles, but make the battery swap process fast and easy, you reap the rewards everywhere else. The battery, motor, brakes, chassis, and suspension parts can all be reduced in size and weight without a loss in performance, adding efficiency all the way. Since the batteries are essentially leased rather than owned by the customer, it means bikes using them can be substantially cheaper, and fears of batteries getting weaker with age are also set aside, as the packs used in the battery-swap network can be kept up to a minimum standard.

Even better, as technology improves, new batteries with greater capacity or less weight can be developed to meet the same physical size and connection standards, giving a boost in performance or range to all the bikes using them. A growing number of motorcycle manufacturers have already spotted the potential. While battery-swappable bikes can already be bought-for instance, the new Maeving RM1, Honda's Benly e and Gyro e, or Yamaha's NEO's scooter -the step change will come with the introduction of standardized batteries and a network of battery-swap stations.

The alliance of companies working toward that goal is already substantial and growing fast. As long ago as April 2019, the Japanese "Big Four"-Honda, Yamaha, Suzuki, and Kawasaki-established a working group to hammer out a standard battery specification. Two years later, in March 2021, the results were in, and that standard was set out in a technical paper for the Society of Automotive Engineers of Japan.

In September 2021, a similar consortium was set up to do the same in Europe, this time including Honda, Yamaha, KTM (owner of the KTM, Husqvarna, and GasGas brands), and the Piaggio Group that owns Vespa, Aprilia, Moto Guzzi, Gilera, and Derbi, as well as the currently dormant Laverda.

At the time, Piaggio's chief of strategy, Michele Colaninno, said: "Swappable batteries give the right answer to speed up the recharging time of vehicles, offering an additional valuable choice for users." Stefan Pierer, CEO of KTM's parent group, Pierer Mobility, added that "together with our partners, we will work to deliver a swappable battery system for low-voltage vehicles (48V) up to 11-kW capacity, based on international technical standards."

As Pierer suggested, the swappable battery specification set in Japan, which the European consortium is also targeting, is for 48-volt battery packs, essentially reflecting an ecosystem that Honda has already established with its Mobile Power Pack e swappable batteries, revealed in 2018. Those batteries are used in several Japanese-market Honda scooters, including the PCX Electric, the Gyro e, and the Benly e, but are also intended for use in an array of other equipment from snowblowers to power walls. Like other standard battery types, they can be used single or grouped together to increase performance or durability. Swedish manufacturer Husqvarna's e-Pilen -a near-production concept bike shown in 2021-also uses three removable battery packs that appeared to be very similar to the Honda 48-volt design, which could potentially be used to power the robotic lawn-mowers, chainsaws, trimmers, brush cutters, and garden tractors it makes.

Standardizing the battery is just the first step, though: The much bigger task is to set up a network to supply, charge, and swap them. Earlier this year, in April 2022, the original Japanese battery swap consortium of Honda, Yamaha, Suzuki, and Kawasaki teamed up with ENEOS Holdings, Japan's largest oil company, to establish a new company, Gachaco, tasked with those jobs.

This "battery as a service" for electric motorcycles and scooters is intended to eliminate the worries of charging times and range, which are seen as the big roadblocks in the path to EV domination in the two-wheeled market. Honda's Mobile Power Pack e will be the standard battery used, with exchange stations to be set up across Japan starting in Tokyo this fall, at convenient spots like train stations and ENEOS filling stations, which immediately give access to a nationwide network.

Since the European battery-swap consortium is likely to adopt a similar set of specifications, thus allowing the same Honda-designed pack to essentially become a global standard, the Japanese model is one that's likely to be rolled out on this side of the world in the next year or two.

With it, we could expect to see a rapid growth in the number of motorcycles on the market using standardized, swappable batteries. Most are likely to be at the smaller, cheaper end of the market, equivalent to 125-cc petrol-powered machines making no more than 11 kW (15 hp) of continuous power (although peak power can be substantially higher) and complying with European learner laws, therefore eliminating the need for a full motorcycle license and allowing anyone with a valid CBT (Compulsory Basic Training) certificate, obtained with just a day's training, to use them.

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Battery-Swapping Tech Gives Electric Motorcycles an Edge

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Industry players are working on standardized swappable batteries that could shake up everything from garden trimmers to EV rickshaws.

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The wheel appears to have no visible means of support. Where the hub should be is just a yawning hole ringed by irregular steel ridges, looking for all the world like the portal of a wormhole generator. Like if you put your hand through, it would come out the other side in.

That ridge-lined inner surface of the wheel is the hub—just a very large, hollow hub. It’s anchored to the bike’s frame, while the rest of the wheel rotates around it. And the ridges are actually radiator fins. Their job is to dissipate heat from the engine. Because the wheel is the engine.

How it is done ?

The heart of it is two concentric bands of magnets with a bearing in between, so one band can rotate around the other. The inner band is fixed to the hub and consists of electromagnets. The outer band is ordinary magnets. Pulses of power to the electromagnets create push and pull between the two bands and make the wheel spin

Advantages ?

Having the engine in the wheel means two key things. First, the entire body of the bike can be given over to a battery pack. This gives the thing a range of up to 375 km (233 miles) for the top-end TS Ultra model.

Second, there’s no transmission: no shafts, gears, belt, or chain transferring rotational movement from engine to wheel. With fewer moving parts, Verge says, the bike is both more reliable and more powerful, because less energy is lost to friction.

Source : Wired.

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In today’s Formula 1 cars, there’s a movable flap on the rear wings that allows the driver to decrease aerodynamic resistance. Referred to as DRS, or drag-reduction system, this technology has now made its way into numerous road vehicles, spanning from the every day to the high-performance.

For example, Ferrari’s powerhouse, the SF90 uses a twin-part rear wing as an application of the drag reduction system. On the other hand, cars like the Ford Mustang, BMW M5, and even older Chevy Cruze sedans leverage similar F1 technology.

In these cars, active grille shutters engage at specific speeds to minimise drag and enhance fuel efficiency at higher velocities, while the shutters open again to improve engine cooling when the speed decreases.

Source : Scuderiacarparts

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A car's aerodynamics is one of the most important factors when it comes to track performance. Modeling how airflow interacts with the car as it moves at high speed is part of a field of study known as computational fluid dynamics (CFD). Today, carrying out sophisticated studies of this element of car performance is a key use case for the technology in F1.

Data is collected from cars during races and training sessions, with the average car equipped with more than 300 sensors and transmitting around 3 GB of telemetry data per race.

Over the past year, CFD has been used to evolve F1 in line with fan expectations. Using fan feedback, F1 realized that spectators wanted to see closer wheel-to-wheel racing. However, the aerodynamic “wake models” widely used until recently were not conducive to this type of racing, because they created strong turbulence in the wake of vehicles.

Thus, a collaborative project between F1, the FIA ​​and AWS was born, in order to determine the modifications to be made to the aerodynamics of the vehicles to offer closer races during the 2022-2023 season.

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A Mercedes' banned innovation : the DAS system.

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A Mercedes' banned innovation : the DAS system.

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With the F1 2023 season done and dusted, let's go down memory lane and take a look at some of the best technical innovations ever seen in F1. First up: DAS.
DAS, or Dual-Axis Steering, is one of those technical breakthroughs in Formula 1 that, due to its sheer brilliance, had a short lifespan because the FIA had to change its rules just because of it.

Let's uncover what exactly hid behind this system, how it functioned, and the advantages and disadvantages it brought to Mercedes in 2020.

F1 steering system basics

To understand this concept properly, we must start from the beginning and grasp some basic principles of the steering system. Formula 1 cars are so complex and operate at such a high technical level that even the smallest details can make significant differences on the track.

Engineers have the freedom to play around with various steering system parameters, including toe. Toe represents the angle of the wheels concerning the car's imaginary perfect straightforward direction. This angle can be adjusted from race to race, adapting to different track types.

Perfectly aligned wheels represent zero toe. Wheels with positive toe will point inwards, towards the car's centerline, while negative toe will make them splay outwards-simpler and more commonly used terms are "toe in" and "toe out."

Additionally, you might come across the term "toe distance" as some measure this angle with distance. But what benefits do teams gain from changing the wheel angle?

How does it make a difference on the track?

Toe has an impact on several segments, primarily on tyre temperature, car stability and handling in corners.

If we imagine a car on a straight track with zero toe, the wheels are positioned perfectly straight and freely rotate around their axes. However, applying a toe will cause certain parts of the tyre to "drag" along the track, creating additional friction. More friction means increased temperature, faster tyre wear, but also lower maximum speeds on straights.

Toe in increases the temperature on the outer part of the tyre, while toe out affects the inner part, referring to a surface approximately 5 centimetres wide.

Moreover, the toe significantly influences the car's stability in turns. If you envision a car turning through a corner, you can see that the outer tyre on the upper and lower axes covers a greater distance compared to the inner tyre.

However, when you have a toe out on the front axle, the wheels enter the turn at a completely different angle. In this case, the inner tyre "steers more" due to a greater angle concerning the car's centerline.

As a result, the car has much more stability and rotates more easily in corners compared to zero toe-why toe out is commonly applied to the front axle of a car. On the other hand, toe in reduces the car's ability to turn, which is not ideal for turns but brings stability on straights.

In essence, toe is a trade-off that brings both good and bad on the track. Engineers have the task of adjusting this angle to bring positive changes in performance.

Although it may not bring drastic changes, we must consider that a Formula 1 race is a marathon where details can easily accumulate and ultimately make a big difference.

Additionally, it's crucial that this parameter fits well with others, such as front stiffness, front camber, front anti-roll, and many more.

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How did Mercedes utilise toe adjustment?

During the first day of testing in Barcelona before the 2020 season, all teams noticed something unusual with the steering wheel on Mercedes' cars.

Rules state that the position of the steering wheel can affect the position of the front tyres, but nobody had thought of ideas like this before. This is a perfect example of where the engineers' genius and creativity come to the forefront, making a direct difference on the track.

Mercedes did not break any rules but simply found a loophole in the regulations that allowed them to implement the DAS system.

The DAS system worked by allowing the driver, in addition to the rotational movement of the steering wheel, to move the steering wheel closer to or farther from themselves. In this way, they could adjust the toe angle whenever they wanted-opening up a whole new dimension.

DAS system of Mercedes. #innovate #Formula1 #f1 fantastic, this is what Formula 1 is all about. pic.twitter.com/5ksWD1PMj4

- Barry Kluin (@barrykluin) February 21, 2020

Specifically, Mercedes' drivers would pull the steering wheel towards themselves on straights, putting the wheels in a zero toe or very small toe in position.

When they approached a straight and started preparing for braking, they would simply push the steering wheel slightly away from themselves, creating a toe out, which is highly desirable in turns.

However, what truly made a difference was the ability to make fine adjustments that would prepare the front wheels exactly as needed for a specific turn. It's worth noting that we're talking about very small angles, around two degrees, making it challenging to notice these changes.

Moreover, as mentioned earlier, the DAS system also influenced tyre temperature. The ability for the driver to independently adjust the temperature and decide which part of the tyre they wanted to heat up better is incredible.

This certainly helped Mercedes in some unforeseen situations, such as when the Safety Car is out, and you want to maintain tyre temperature as best as possible. This can be significant even in the preparatory lap of qualifying, where these tiny details have an even greater impact on the final time.

What were the results of the DAS system?

As we know, Mercedes simply dominated throughout the 2020 season. They won 13 out of the total 17 races that year, which is an outstanding result. Many consider the Mercedes car from that year to be one of the fastest in the history of Formula 1, breaking multiple lap records on its way to Drivers' and Constructors' glory.

Although many teams filed complaints about the DAS system, all were rejected, and the system was declared entirely legal. However, to prevent other teams from developing it, the FIA decided to change the rules, meaning that DAS could only be used in the 2020 season.

DAS was not the main reason behind the success of the 2020 season, and without it, the dominance from Mercedes would still be present - but do not let that detract away from an absolutely incredible innovation.

Read next: Max Verstappen's F1 seasons ranked: Will F1 2023 campaign ever be topped?

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DAS uncovered: Exploring the genius behind Mercedes' banned innovation

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With F1 2023 done and dusted, let's go down memory lane and take a look at some of the greatest technical innovations. First up: DAS.

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Mercedes' Mysterious Steering Wheel Explained | Formula 1 Testing

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Dr Fatima Ebrahimi has invented a new fusion rocket thruster concept which could power humans to Mars and beyond.

The physicist who works for the US Department of Energy's Princeton Plasma Physics Laboratory (PPPL) designed the rocket which will use magnetic fields to shoot plasma particles - electrically charged gas - into the vacuum of space.

According to Newton's second and third laws of motion, the conservation of momentum would mean the rocket was propelled forwards - and at speeds 10 times faster than comparable devices.

"During its operation, this tokamak produces magnetic bubbles called plasmoids that move at around 20 kilometres per second, which seemed to me a lot like thrust," Dr Ebrahimi added.

Source : skynews

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One of Airbus' plane concept : the Turbofan. It should be powered by two hybrid-hydrogen engines, and be able to accomodate less than 200 passengers.

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Airbus’ ambition is to bring to market the world’s first hydrogen-powered commercial aircraft by 2035. To get there, ZEROe project is exploring a variety of configurations and technologies, as well as preparing the ecosystem that will produce and supply the hydrogen.

Source : Airbus

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what progress have they made at the moment?

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what progress have they made at the moment?

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The new Porsche 911 GT3 Cup with its high-revving high-performance flat-six engine serves as the perfect test laboratory for the Esso Renewable Racing Fuels: The car’s four-litre power unit has been tested to run on renewable fuels. The goal is to gain valuable experiences to find pathways toward potential future consumer adoption.

Oliver Schwab, Project Manager Porsche Mobil 1 Supercup said :

“The Supercup is the first international racing series to use renewable fuels. Given that our races are held as part of the FIA Formula 1 World Championship, we’re very much in the eye of the media, the public and other manufacturers involved in motor racing. As a pioneer in the use of synthetic fuel in Porsche race cars, the Porsche Mobil 1 Supercup takes on an important communication function for the significance of eFuels at Porsche.”

And what about productions cars ?

Following their world premieres in Los Angeles, the Porsche 718 Cayman GT4 RS and its Clubsport variant have caused a stir at the GP Ice Race in Zell am See. Beyond the spectacular drives on ice and snow, their fuel also garnered some attention: they were powered by renewable petrol.

The GT4 RS models were powered by synthetic fuels, which can make an important contribution to lowering carbon emissions in the transport sector. In this case, the fuel was a renewable petrol based on an advanced biofuel made of food waste products. The fuel had previously demonstrated its suitability for use in high-performance Porsche engines in the Porsche Mobil 1 Supercup, where it was used in all the teams’ 911 GT3 Cup cars for every race of the 2021 season.

Source : Porsche Newsroom

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One of the main reasons the idea of synthetic fuel looks so reactive to car lovers is that they will be able to keep the combustion engines many are so fond of today. Unlike other fuel sources proposed as alternatives to electric, e-fuels can power a traditional combustion engine without the need for modifying it. Meaning that the mass production of e-fuels can help millions of cars that are already on the road remain in use. Porsche is heavily investing in the research and devlopment of this seemingly magical alternartiv to electric cars.

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Porsche pegs the initial price at 10 euros per liter ($44.73 per gallon as of this writing!) but expects efficiencies of scale and technology to reduce that to $7.57/gallon by 2026.

Source : motortrend

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Assuming all goes to plan, the plant should be able to produce up to 14.5 million gallons (55 million L) of synthetic fuel by 2024 and 145 million gallons (550 million L) by 2026.

Source : Newenergy

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Sustainability at Porsche has many facets. In this 'Perspectives on Sustainability' interview series, Porsche employees talk about sustainability from the perspective of their respective fields of expertise. Team Lead Karl Dums talks about the future of eFuels in the automotive industry.

Karl, eFuels are synthetic fuels that have the potential to be nearly carbon neutral and that are made from CO₂ and hydrogen using renewable energy sources. What role will eFuels play at Porsche in the future?

Karl Dums: With the definition of our sustainability objectives in the Porsche Strategy 2030, we laid out our approach: in the development of future vehicles, we will focus on e-mobility. However, we will only meet our ambitious decarbonisation goals if we factor currently existing vehicles into the decarbonisation effort as well and operate them as close to net carbon neutral as possible. Worldwide, there are roughly 1.3 billion vehicles with combustion engines and our vehicles in particular are known for their longevity.

So we've developed various different ideas for operating combustion engines as near to net carbon neutral as possible. It was clear to us that renewable energy will play a major role in solving the problem. And that's the basis for the concept of eFuels, which enable nearly-carbon-neutral operation of combustion engines. In their fundamental properties, they are no different than kerosene, diesel or petrol produced from crude oil. Porsche was one of the first companies to address the issue on political, regulatory and business levels - and we wanted to communicate that from the outset and create incentives for other companies to get involved.

What was your motivation and how did you become involved in the topic of eFuels?
Karl Dums: I have been working at Porsche since 2008 and have been involved in innovative projects in the powertrain area from the very beginning. First with the electrification of the first Porsche vehicles, then with drive concepts, and most recently I headed the department for advance drive development and aggregate strategy. This is also where we launched the eFuels project. For me, the topic of eFuels ideally embodies the combination of my passion for engines, sustainability, and Porsche's aspiration to be a technology driver. In the project, we are breaking new ground every day and have been able to see that Porsche is not afraid to consistently explore new paths. In addition, I also have a personal drive: I am very concerned about climate change and its impact on future generations. In this project, I can contribute through my work that creates added value for Porsche and society. That motivates me a lot, so that I want to drive the topic of eFuels every day with passion.
Which measures has Porsche implemented so far in the area of eFuels?
Karl Dums: Renewable energy sources are not evenly distributed around the world. In Germany we have rather too little, but in other places in the world they have more than they can use locally. The highest energy densities in the form of sun and wind are found in desert regions, for example, or in southern Chile. So the energy that exists there has to be transported to where it can be used. The production of eFuels makes that possible. We at Porsche AG, in collaboration with HIF Global, Siemens Energy, ExxonMobil and other international partners, have decided to build the 'Haru Oni' pilot plant in Punta Arenas, Chile. We take advantage of the outstanding local conditions to exploit wind energy to produce eFuels.

So what's next?
Karl Dums: We have recognised the demand for and, above all, the benefits of eFuels and had the courage to embark on a new path, to develop a solution, and demonstrate that it's viable. The important thing now is for other players to pick up the ball and follow in the footsteps of Porsche. We believe that with eFuels, we have blazed a technological trail that offers added value to the cause of sustainability around the world. At the same time, there is also potential for other applications: beyond road transport, eFuels could also be used in the aviation sector, shipping or even the chemical industry. The key here is implementation on an industrial scale. We at Porsche will be involved in it through our investment in HIF Global.
Your wish for the future is...
Karl Dums: ... that in future all existing vehicles and in selected applications new vehicles from Porsche will be operated with eFuels and that we can expand our thinking with regard to our sustainability plans beyond the confines of the automotive industry as well. Electrification is not quite as easy to implement in the aviation and shipping sectors as it is in road transport, for example, and will therefore happen more slowly. I hope that we can manage to create true added value through the use of eFuels. It will allow us to demonstrate that Porsche is striving to be a pioneer in climate protection as well and that we're in the driver's seat.

Info

In the interview series " Perspectives on Sustainability", Porsche employees talk about their specialist subject areas. The interview with Karl Dums is part 2 of the series.

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eFuels: Synthetic fuel from renewable energy sources

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Sustainability at Porsche has many facets. In this 'Perspectives on Sustainability' interview series, Porsche employees talk about sustainability from the perspective of their respective fields of expertise. Team Lead Karl Dums talks about the future of eFuels in the automotive industry.

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the Halo : an innovation wich saved around 10 drivers in 5 years

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the Halo : an innovation wich saved around 10 drivers in 5 years

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What is the Halo ?

The halo is a driver crash-protection system used in open-wheel racing series, which consists of a curved bar placed above the driver's head to protect it. the halo is so strong that it is capable of withstanding a load of 125 kiloNewtons of vertical force, or a London tourist bus (12 tons).

The halo is a recent innovation from 2018 wich saved around 10 driver's life in differents motorsport categories. The most "famous" crash in wich the halo saved a life is on the next document.

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The private space technology company SpaceX has successfully landed a rocket back on land after a mission into space orbit.

The Falcon-9 rocket came back to earth in an upright position a short distance from where it took off at Cape Canavarel in Florida.

Bill Hayton reports.

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The private space technology company SpaceX has successfully landed a rocket back on land after a mission into space orbit. The Falcon-9 rocket came back to earth in an upright position a short distance from where it took off at Cape Canavarel in Florida. Bill Hayton reports.

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US company SpaceX has successfully landed an unmanned rocket upright, after sending 11 satellites into orbit.

The Falcon-9 craft touched down late on Monday night, about 10km from its launch pad at Cape Canaveral, Florida.

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Fly of 8 minutes with no carbon emissions

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Fly of 8 minutes with no carbon emissions

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ZeroAvia makes history by flying the largest hydrogen-electric aircraft in the world

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Hydrogen-electric aviation solutions firm Zeroavia has announced plans for zero emission commercial passenger flights between Rotterdam The Hague airport and London in 2024.

The aircraft – which is currently under construction – will use hydrogen fuel cells to power electric motors, with the only emission being “water vapour at manageable temperatures”.

Zeroavia said that “The deal sets a solid timeline for the launch of the first zero emission commercial passenger flights between the UK and the Netherlands, and potentially the first international commercial operation in the world”.

The partnership will see Zeroavia and Royal Schiphol Group collaborating on “testing and demonstrating hydrogen supply chain refuelling operations and integration with airport operations”, as well as “ensuring the pathway for commercially adopting hydrogen-electric aviation, including establishing the right regulatory framework and understanding industry and public appetite for zero emissions flight powered by hydrogen”.

In December 2020 British Airways announced a partnership with Zeroavia to explore “the transformational possibilities of moving from fossil fuels to zero-emission hydrogen to power the airline’s future fleet”.

Source : Business Traveller

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This crash occur on the 2021 Barhein Grand Prix when the french F1 driver Romain Grosjean went off the track at 241 km/h.

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The most famous crashe where the halo saved a life.

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The most famous crashe where the halo saved a life.

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The Halo made it possible to raise the safety barrier (you can see it on the top right in the background of the picture)wich obviously saved pilot. Without the halo, Romain Grosjean would have been decapitated by the security barrier. (By the way the impact was so violent that the car caught fire and get cut in two different parts, wich you can see on the picture.)