Technical Director Engine, Luca Marmorini, discusses the upcoming Australian Grand Prix and how the Panasonic Toyota Racing engine department has combated new technical regulations in preparation for the 2005 season opener in Melbourne.
Luca, how has the Toyota engine department tackled the new "one engine, two race weekend" rule?
Luca Marmorini: We have been working on the design of our RVX-05 engine since the end of 2003, but more intensively since the inaugural tests with the new unit in September 2004. At that time, the engine was more of a hybrid version, utilising the existing fixation points in the TF104B car. Although the engine was almost in its final configuration, we have only really been able to fine-tune the RVX-05 since January, when it was mounted on to the TF105 with new fixation points. The design concept was an extension of what we had in place when we had to develop an engine to last for one race weekend in 2004. To elongate the life of the engine to race weekends, we had to adapt the RVX-04 to this new ruling, by putting each and every component of the engine through rigorous reliability checks at our factory in Cologne.
What simulation techniques have been used in developing the RVX-05?
LM: We have made full us of our in-house research and development facilities and transient dynos to develop the RVX-05. Since the first moment when we started to extend the reliability of the engine components, we have always been getting closer and closer to a race weekend simulation. On the track, we have been more aggressive in our approach in order to pre-empt any potential problems. What is missing though is the unpredictable nature of racing. To simulate an engine to run over two race weekends has been even harder because this unpredictability is greater still. We do not do long runs with the engine for each individual track. Instead, we use the dynos to simulate running at tracks that place greater stress on the engine, like the old Hockenheimring or Spa, to gather more representative data. Our homologation process and approach remains the same, but the specific details become more refined to track usage.
What are the differences between in-house tests on the dyno, on-track running at tests and actual racing?
LM: There are a lot of parts that can be fully tested and homologated in the dyno without even being run in the car at a track, internal reciprocating parts for example. However parts like the exhaust undergo varying stresses at the race track, so it requires a more detailed testing procedure. Gear-shifting is also a fantastic tool, once it is programmed in the dyno, but a driver shifts gears in a less rigid way in race conditions, so we have to take that into consideration as well.
What problems have you encountered during this process?
LM: As expected, we found some problems in the first runs with the TF105, which is not a reflection on the car, but typical teething problems that we face every time a new engine is run for the first time – unexpected vibration levels, for example. These issues are relatively straight-forward to overcome, so we have been predominantly focussed on solving the more terminal reliability problems that will actually stop us in race conditions. Putting mileage on the unit has been crucial to our development and I have been encouraged by how many kilometres we have been able to complete since January.
Can you tell us about any of the bigger problems that you have faced?
LM: In the TF105, we are using a different shape of exhaust, so we initially experienced some difficulties with exhaust tuning. We have also seen reliability issues with other parts, related to the quality of the parts produced. I am pleased to see that we have reacted quickly and efficiently to these challenges and we head to Melbourne with confidence high.
Looking to Australia, what effects does the Albert Park circuit have on the engine?
LM: The Australian Grand Prix is the first race in which we run in warmer conditions. Even though we test in Spain in the run-up to the race, it is still not as warm as Melbourne, and nowhere near the heat that we have in Malaysia. The opening race of the season is always a lottery, to be honest, but I feel that we have done all we can as a team to put ourselves in the best shape possible. Aside from the engine, we will also only see how the weather affects tyre degradation levels, which – with the introduction of the one tyre per race rule for 2005 – will be make or break for any team's performance in the race this season. We have tried to cover all angles when dealing with engine preparations for Australia, but we will only see the fruits of our labours in Melbourne.
How demanding is the Albert Park track?
LM: Actually, Albert Park is not an especially tough track, but it is the first track we race it in the season and that is what makes is demanding. Only after the Australian Grand Prix will we know in which direction we are heading, whether we have got it right and in what areas we still need to improve. As a track, it is intermediate in terms of engine stress levels and approximately 60% of the lap is driven at full throttle. But it is the uncertainty surrounding all teams' performances that make the race unique.
