Christian Loriaux comments are below:
I had them saved to a txt file unfortunately and didn't write down the links other than the one below I found. There's a bit of a repeat of information as it looks like Ford's
PR machine circulates the same article a fair bit.
And some of the information is about cars that are a few years old but it identifies trends etc.
Enjoy!
Mark
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http://www.v8central.com/WRC/racenews.asp?newsitem=26
Ford Rallye Sport's technical director, Christian Loriaux, is the man behind the new Ford Focus RS WRC 03. Here he reveals what is new on the car, the thinking behind its design and tells the story of the transformation from drawings to our world championship contender.
If World Rally Cars can be described as stunning, then that is the word I would use to describe the new Ford Focus RS WRC. The large rear wing and revised bumpers give the car a very contemporary look from the outside and much has changed underneath as well, but it remains clearly recognisable as a Focus. We began with a clean sheet of paper and we've ended with a radical, revolutionary rally car which retains all that was good from the previous model. That has been taken forward to a higher level and blended with much that is new and the end result is a car that we know is faster and believe will be just as reliable as its predecessor.
Aerodynamics
Aerodynamics is one of the key areas of development and, by the very look of the vehicle, the most strikingly obvious. We wanted to improve the downforce on the Focus as we've been losing time to our key rivals on the faster rallies like Finland and it's one area where we have to make gains. I've had quite a lot of experience in aerodynamics and know how important a strong package is in gaining vital seconds on faster rallies. There was clearly room for improvement over the 2002 car. One look tells you there have been some quite radical changes. There is a new, larger rear wing, the front bumper has been redesigned while the cooling scoops and all the body panels are new. That was a big task. We needed a lead time of four months to manufacture the body panels. We carried out a lot of preparation work in Ford's wind tunnel and spent three days testing different ideas before finally settling on the basic package. When I arrived at Ford Rallye Sport in January 2002 the aerodynamic work for last year's car was almost finished, so I had little input on that. We knew we needed to make changes but, as aerodynamic alterations are strictly restricted by homologation, this is our first opportunity.
The front suspension remains similar to that used on the 2002 model, although there are some changes to the dampers, which once again includes weight saving. The regulations limit what we can do to the suspension, and we've already put in a lot of work in that area last season, but we have incorporated small geometry improvements. I think we've probably reached the point where we have optimised the front suspension as far as the regulations will allow us to go. As for the rear suspension, there are some major changes. We have completely redesigned that area to improve road handling by using the dynamics of the suspension and saving weight. This was a big job and, technically, a risk, but I'm glad we made the decision to do it. The work we've done there is not really something I want to go into in any great depth. All I really can say is that it's very different to what we had before.
Weight
Another of our target areas was weight. We wanted to save weight and, just as importantly, distribute the weight to those areas of the car where we want it to improve balance and handling. We initially reviewed everything and examined the possibilities of reducing the weight on every area of the Focus, from the engine through to the dampers. As a team, I think we succeeded in doing that. Pi Research designed a new wiring loom and electronic control system which saved a lot and Cosworth Racing also made a significant saving with the new engine. The car is now right on the weight limit. We could easily go quite a lot below that so that has allowed us to add weight and reinforce parts in certain areas to achieve the weight distribution we want.
Body Shell And Roll Cage
Both the body shell and roll cage are totally new. The cage has been designed to far exceed the minimum FIA safety requirements. It's one area of the car where we've actually increased the weight to improve driver safety. The Focus already had a good reputation in this area but we took the decision that if we could make the car even safer for our drivers, then we should do so. The main area of danger in a rally car is from side impact accidents and we've tried to position the driver and co-driver as far inboard as possible by making the transmission tunnel narrower. The cage is further outboard of the cockpit and we've redesigned the side impact bars to improve crash protection there. We all know that rallying can be a dangerous sport and we have a responsibility to our drivers to make the cockpit area of the car as safe as we possibly can.
Engine
Cosworth Racing, which has built the engines for the Focus at Northampton since 2000, has built a new two-litre Duratec 'R' engine. There is a significant weight reduction over the 2002 engine, making this the lightest rally engine the company has built, and revisions to the turbocharger have helped produce better response and more top end power. We've also redesigned the cooling package to improve efficiency and we should see cooler running temperatures on the hot rallies like the Acropolis and Cyprus. It is interesting to note that since 2000 Cosworth has made a 25% reduction in engine weight and generated an 8% increase in engine performance.
Transmission
We wanted to keep the transmission similar to that in the 2002 car. This car has a two-year lifespan and developing a new transmission is a hugely expensive job, especially when we will have a new car for 2005. As a result of the changes to the suspension, we have a new propshaft and driveshafts and there will be a new transfer box introduced later in the season. That should be ready for Germany. Otherwise the transmission shows very few differences, although we have optimised the internal parts to save weight.
Design And Development
My engineering background and my competitive instincts mean I've always wanted to push everything as far as the regulations allow. At the beginning of this project we started with a clean sheet of paper and open minds. What we've ended up with is a car that is quite revolutionary in terms of mechanics and electronics. It was important to ensure everything linked together and complimented each other. It's like a jigsaw. If one piece didn't fit into place then the whole plan would have collapsed. We started running prototype parts in testing from the middle of last year, mainly electronic improvements. Then we tried several prototype parts on Mark Higgins' car on the Rally of Great Britain last November. It was crucial he finished the rally because we needed to try things in a competition environment and we needed Mark's feedback. Sixth place was a bonus and showed we were going in the right direction.
I started writing what I wanted to the design team in the middle of May last year. On December 1 we had a bodyshell in the workshop and just over two weeks later, on December 19, we had the car running for the first time. To build a bodyshell takes 1000 man hours so to achieve that in just over two weeks shows how much work and effort went into the process here. Just seven months from the first notes to the car turning a wheel. We took it to a local airfield which we use for shakedown tests and there were no major problems which gave everyone involved a terrific boost.
All the design work was done using three-dimensional computer-aided design software and that speeded up the process considerably. It's so precise that it allowed us to manufacture everything in parallel so that when we took the shell off the jig we were able to put the parts straight on. Normally when a body shell is taken off the jig it takes a couple of months before the parts are manufactured to the specific sizes, they can be fitted to the car and the vehicle is able to run. In this case it took just two-and-a-half weeks and that was impressive. Most people didn't believe it could be done that quickly.
The buzz around the workshop was fantastic and that was what kept people working. From October onwards there were many night shifts worked and the teamwork was quite fantastic. A lot of people had very little time off over Christmas and New Year and I was very impressed by their enthusiasm and dedication to this project. There was a great deal of pressure on the whole team. When most teams produce an evolution version of a rally car, the changes are concentrated on one of two items. We have designed and built a new rally car over a seven month period and the entire job was done while still trying to run and improve the 2002 car. We finished second in the championship last year and the fact that our performances didn't slip in any way last season was a great tribute to the efforts of everyone involved. It was a fantastic team effort.
Input from our drivers was initially fairly small, apart from pointing out to us the areas in which the 2002 car needed improving. Engineers design cars and drivers drive them so the initial design work was led by the engineering team. The main area where we did consult the drivers was over their position in the car. They sat in the first prototype in late December, just two or three weeks before they tested the car for the first time. The moment when we start running the car is the important time for driver input. Their feedback on set-up is crucial at that stage.
At the moment we're 100 per cent happy with the whole car. The more we run it the more we'll learn how to make it more serviceable. For the mechanics there is a lot to learn and we will, of course, train them. Many of the senior mechanics have been on tests to become familiar with the new car.
We know that the new car is quicker than the old one. But we must also accept that the old one has been round the world for several seasons and that has allowed us to iron out the problems. We know we'll have teething problems with the new car and we know we might have to endure some painful experiences. But the comfort is that we've proved it's faster and as with any new design it takes a little time to fine tune it.
HABER DETAY
BP-Ford debuts new Focus RS World Rally Car in Finland
24.07.2007 - 09:37
Reigning FIA World Rally champion BP-Ford will strengthen its challenge for the 2007 manufacturers' and drivers' titles when the latest specification Focus RS World Rally Car makes its debut in Finland next month.
The Focus RS WRC 07 features improvements in several key areas and will be piloted by Marcus Grönholm and Timo Rautiainen and team-mates Mikko Hirvonen and Jarmo Lehtinen on all eight remaining rounds of the 2007 championship.
Four victories on the opening eight rounds of the series have enabled BP-Ford World Rally Team to build a 28-point lead in the manufacturers' series in the quest to retain its 2006 title. Grönholm is nine points clear in the drivers' standings.
The new car is an evolution of the hugely successful 2006 version with development principally concentrating on the engine, bodyshell and weight saving. The work has been led by Christian Loriaux, the team's innovative technical director based at M-Sport – the British-based company which handles the day-to-day operations of the team in partnership with Ford.
The car has been tested by both drivers in Italy, Spain and Finland in advance of its debut on Rally Finland (2 - 5 August), round nine of the 2007 championship.
"The opening half of the season has been successful for us," said Jost Capito, director of Ford TeamRS and responsible for the Blue Oval's European motorsport programmes. "The 2006 car won 12 of the 25 rallies it started, which is a remarkable strike rate, and one that we would like to emulate with the new car during the second part of the season.
"We're confident that the 2007 Focus RS WRC will bring improvements in several key areas. The regulations mean it is impossible to find huge leaps forward when our car is already so technologically advanced. But any performance improvements are always a welcome boost and I believe that Christian and his team have introduced developments that will strengthen our challenge during the final eight rallies of the championship," he added.
BP-Ford team director Malcolm Wilson said both drivers were pleased with the upgrades. "Both Marcus and Mikko have completed plenty of kilometres in testing and they are encouraged. Our designers and engineers have worked extremely hard behind the scenes and they are pleased with the car. There are few visible modifications on the outside but it is underneath the skin where most of the changes are found and I'm looking forward to seeing the rewards in Finland and beyond," he said.
"It is important not to think of the Focus RS WRC 07 as a new car in the same way that the 2003 or 2006 models were," added Loriaux. "This is an evolution of the car that won the 2006 manufacturers' world title and which has taken BP-Ford into such a strong position in the 2007 championship. Much of our thinking has concentrated on weight, and the modifications we have introduced save almost 20kg. This allows us to position ballast in the areas where we want to distribute the weight to maximise the handling and balance of the car.
The Ford Focus RS WRC 07: the new technology in detail
In developing the Ford Focus RS WRC 07, BP-Ford World Rally Team's technical director Christian Loriaux and his team did not seek to take huge steps forward because such leaps are impossible under the regulations. Instead they concentrated on making minor, but significant, developments in several areas. Here are the key technical changes along with Loriaux's thoughts on the improvements that he and his team of engineers developed:
Engine
Although the Focus ST model on which the World Rally Car is based uses a 2.5-litre, five-cylinder engine, rallying rules do not permit an engine of that size. However, the regulations do allow teams to use another engine from elsewhere in the Ford Focus model range, so when designing the 2006-specifcation car M-Sport opted for the 2.0-litre Duratec unit, with the addition of a turbocharger and the mandatory 34mm inlet restrictor. That engine, which has an all-alloy block, remains in the 2007 car. "The changes on the new car are mainly to save weight and to improve efficiency, driveability and performance at the bottom end of the range," said Loriaux. It has a lighter flywheel while further machining of the engine block has removed unnecessary parts and weight has also been saved by lightening some internal parts of the engine. The car also contains a new exhaust manifold, the former two-piece system replaced by a single-piece unit.
Suspension
The Focus RS WRC 07’s suspension is virtually identical to that of the 2006 car. It continues to use Reiger dampers and the only change is a small weight reduction on various components.
Bodyshell
The bodyshell displays visible changes at both the front and the rear. The rear wing has been modified to improve the car's aerodynamic efficiency. "It's a new wing and although it is not radically different from the 2006 car, it should reduce drag," said Loriaux. At the front, the car sports a new bumper which has been raised to improve ground clearance. "The previous bumper was too low, mainly because when we designed the previous car we didn't have enough time to test alternatives before homologation. As a result gravel was often scooped up onto the bonnet and windscreen which was irritating for the drivers. By raising the height we should eliminate this and also reduce the amount of damage we've suffered to the bumper," he added. The other visible change is that the side exits to the front bumper for cooling are now vertical instead of horizontal. The shell has also been modified slightly to increase the protection offered to the co-driver. "We've made a small change so that we can use a seat with safety ears for the co-driver. It adds a further degree of safety which has always had the highest priority in our design," explained Loriaux.
Transmission
The Ford Focus RS WRC 06 featured considerable changes to its gearbox from the previous model, not only in specification but also in layout. The original Focus WRC (introduced in 1999) mated a longitudinal gearbox to a transverse engine, an engineering feat in itself. But for the 06 car Loriaux used a transverse gearbox along with the transverse engine. He has made no alterations to that but has still achieved a weight reduction in the gearbox and more development is planned. "We're working on trying to improve the gearchange speed. We have homologated new parts but have not done sufficient work to introduce them onto the car yet. That is for the future," said Loriaux.
Weight distribution
Loriaux is renowned for his innovative design approach to lowering the centre of gravity in rally machinery. Many of the trends seen on today’s cars, such as the crew sitting particularly low in the cabin, can be attributed to his earlier designs. Having set new trends on the 06 car, Loriaux has continued to concentrate on saving weight and no element of the car has escaped intense scrutiny in this area. Weight has been saved in the engine, suspension and transmission. "The engine is about 5kg lighter, which is a figure I'm really happy with. It's a lot to save," he explained. "It's another 5kg that we can transfer to another area of the car to improve its balance and handling." Savings have also been made by redesigning the pedal box, the hydraulic jack and even the wheel brace.
Ford Focus RS World Rally Car 07 technical specification
Engine: Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.
Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.
Power: 300 bhp at 6000 rpm
Torque: 550 Nm at 4000 rpm
Transmission: Permanent four-wheel drive with M-Sport designed active centre differential.
Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.
Suspension: Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.
Brakes: Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.
Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers.
Hydraulic handbrake; Adjustable front / rear bias.
Steering: Power-assisted high-ratio (12:1) rack and pinion. One and a half
turns lock to lock.
Wheels: Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.
Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.
Bodyshell: Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.
Electronics: Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.
Fuel tank: FIA FT3 tank, 94 litre capacity, located centrally.
Dimensions: Length: 4362mm. Width: 1800mm. Wheelbase: 2640mm. Weight: 1230kg
minimum.
HABER DETAY
BP-Ford debuts new Focus RS World Rally Car in Finland
24.07.2007 - 09:37
Reigning FIA World Rally champion BP-Ford will strengthen its challenge for the 2007 manufacturers' and drivers' titles when the latest specification Focus RS World Rally Car makes its debut in Finland next month.
The Focus RS WRC 07 features improvements in several key areas and will be piloted by Marcus Grönholm and Timo Rautiainen and team-mates Mikko Hirvonen and Jarmo Lehtinen on all eight remaining rounds of the 2007 championship.
Four victories on the opening eight rounds of the series have enabled BP-Ford World Rally Team to build a 28-point lead in the manufacturers' series in the quest to retain its 2006 title. Grönholm is nine points clear in the drivers' standings.
The new car is an evolution of the hugely successful 2006 version with development principally concentrating on the engine, bodyshell and weight saving. The work has been led by Christian Loriaux, the team's innovative technical director based at M-Sport – the British-based company which handles the day-to-day operations of the team in partnership with Ford.
The car has been tested by both drivers in Italy, Spain and Finland in advance of its debut on Rally Finland (2 - 5 August), round nine of the 2007 championship.
"The opening half of the season has been successful for us," said Jost Capito, director of Ford TeamRS and responsible for the Blue Oval's European motorsport programmes. "The 2006 car won 12 of the 25 rallies it started, which is a remarkable strike rate, and one that we would like to emulate with the new car during the second part of the season.
"We're confident that the 2007 Focus RS WRC will bring improvements in several key areas. The regulations mean it is impossible to find huge leaps forward when our car is already so technologically advanced. But any performance improvements are always a welcome boost and I believe that Christian and his team have introduced developments that will strengthen our challenge during the final eight rallies of the championship," he added.
BP-Ford team director Malcolm Wilson said both drivers were pleased with the upgrades. "Both Marcus and Mikko have completed plenty of kilometres in testing and they are encouraged. Our designers and engineers have worked extremely hard behind the scenes and they are pleased with the car. There are few visible modifications on the outside but it is underneath the skin where most of the changes are found and I'm looking forward to seeing the rewards in Finland and beyond," he said.
"It is important not to think of the Focus RS WRC 07 as a new car in the same way that the 2003 or 2006 models were," added Loriaux. "This is an evolution of the car that won the 2006 manufacturers' world title and which has taken BP-Ford into such a strong position in the 2007 championship. Much of our thinking has concentrated on weight, and the modifications we have introduced save almost 20kg. This allows us to position ballast in the areas where we want to distribute the weight to maximise the handling and balance of the car.
The Ford Focus RS WRC 07: the new technology in detail
In developing the Ford Focus RS WRC 07, BP-Ford World Rally Team's technical director Christian Loriaux and his team did not seek to take huge steps forward because such leaps are impossible under the regulations. Instead they concentrated on making minor, but significant, developments in several areas. Here are the key technical changes along with Loriaux's thoughts on the improvements that he and his team of engineers developed:
Engine
Although the Focus ST model on which the World Rally Car is based uses a 2.5-litre, five-cylinder engine, rallying rules do not permit an engine of that size. However, the regulations do allow teams to use another engine from elsewhere in the Ford Focus model range, so when designing the 2006-specifcation car M-Sport opted for the 2.0-litre Duratec unit, with the addition of a turbocharger and the mandatory 34mm inlet restrictor. That engine, which has an all-alloy block, remains in the 2007 car. "The changes on the new car are mainly to save weight and to improve efficiency, driveability and performance at the bottom end of the range," said Loriaux. It has a lighter flywheel while further machining of the engine block has removed unnecessary parts and weight has also been saved by lightening some internal parts of the engine. The car also contains a new exhaust manifold, the former two-piece system replaced by a single-piece unit.
Suspension
The Focus RS WRC 07’s suspension is virtually identical to that of the 2006 car. It continues to use Reiger dampers and the only change is a small weight reduction on various components.
Bodyshell
The bodyshell displays visible changes at both the front and the rear. The rear wing has been modified to improve the car's aerodynamic efficiency. "It's a new wing and although it is not radically different from the 2006 car, it should reduce drag," said Loriaux. At the front, the car sports a new bumper which has been raised to improve ground clearance. "The previous bumper was too low, mainly because when we designed the previous car we didn't have enough time to test alternatives before homologation. As a result gravel was often scooped up onto the bonnet and windscreen which was irritating for the drivers. By raising the height we should eliminate this and also reduce the amount of damage we've suffered to the bumper," he added. The other visible change is that the side exits to the front bumper for cooling are now vertical instead of horizontal. The shell has also been modified slightly to increase the protection offered to the co-driver. "We've made a small change so that we can use a seat with safety ears for the co-driver. It adds a further degree of safety which has always had the highest priority in our design," explained Loriaux.
Transmission
The Ford Focus RS WRC 06 featured considerable changes to its gearbox from the previous model, not only in specification but also in layout. The original Focus WRC (introduced in 1999) mated a longitudinal gearbox to a transverse engine, an engineering feat in itself. But for the 06 car Loriaux used a transverse gearbox along with the transverse engine. He has made no alterations to that but has still achieved a weight reduction in the gearbox and more development is planned. "We're working on trying to improve the gearchange speed. We have homologated new parts but have not done sufficient work to introduce them onto the car yet. That is for the future," said Loriaux.
Weight distribution
Loriaux is renowned for his innovative design approach to lowering the centre of gravity in rally machinery. Many of the trends seen on today’s cars, such as the crew sitting particularly low in the cabin, can be attributed to his earlier designs. Having set new trends on the 06 car, Loriaux has continued to concentrate on saving weight and no element of the car has escaped intense scrutiny in this area. Weight has been saved in the engine, suspension and transmission. "The engine is about 5kg lighter, which is a figure I'm really happy with. It's a lot to save," he explained. "It's another 5kg that we can transfer to another area of the car to improve its balance and handling." Savings have also been made by redesigning the pedal box, the hydraulic jack and even the wheel brace.
Ford Focus RS World Rally Car 07 technical specification
Engine: Ford 1998cc Pipo built I4 Duratec WRC engine. Four cylinders, 16 valves.
Bore 85mm. Stroke 88mm. Pi electronic engine management system. Garrett turbocharger (with FIA required 34 mm inlet restrictor). Air intercooler. Catalytic converter.
Power: 300 bhp at 6000 rpm
Torque: 550 Nm at 4000 rpm
Transmission: Permanent four-wheel drive with M-Sport designed active centre differential.
Pi electronic differential control units. M-Sport / Ricardo five speed sequential gearbox with electro-hydraulically controlled shift. M-Sport / Sachs multi disc carbon clutch.
Suspension: Front and rear: MacPherson struts (front) and Trailing-Arm (rear) with Reiger external reservoir dampers, adjustable in bump and rebound. Fully adjustable fabricated steel links. Front and rear anti-roll bars. Cast steel uprights. Ceramic wheel bearings.
Brakes: Gravel (front and rear): 300mm Brembo ventilated discs with Brembo four piston monoblock calipers.
Asphalt (front and rear): 370mm Brembo ventilated discs with Brembo eight-piston monoblock calipers.
Hydraulic handbrake; Adjustable front / rear bias.
Steering: Power-assisted high-ratio (12:1) rack and pinion. One and a half
turns lock to lock.
Wheels: Gravel: 7in x 15in (magnesium) wheels with BF Goodrich 650mm tyres.
Asphalt: 8in x 18in (magnesium) wheels with BF Goodrich 650mm tyres.
Bodyshell: Unitary construction. Unique composite side panels. Welded T45 steel safety roll cage. Aerodynamic rear wing. Unique front ‘bumper’ treatment.
Electronics: Full Pi chassis and engine data acquisition for on-event diagnostics and performance development.
Fuel tank: FIA FT3 tank, 94 litre capacity, located centrally.
Dimensions: Length: 4362mm. Width: 1800mm. Wheelbase: 2640mm. Weight: 1230kg
minimum.
At the front, the car sports a new bumper which has been raised to improve ground clearance. “The previous bumper was too low, mainly because when we designed the previous car we didn't have enough time to test alternatives before homologation. As a result gravel was often scooped up onto the bonnet and windscreen which was irritating for the drivers. By raising the height we should eliminate this and also reduce the amount of damage we've suffered to the bumper,” he added.
The other visible change is that the side exits to the front bumper for cooling are now vertical instead of horizontal. The shell has also been modified slightly to increase the protection offered to the co-driver. “We've made a small change so that we can use a seat with safety ears for the co-driver. It adds a further degree of safety which has always had the highest priority in our design,” explained Loriaux.
Transmission
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The Ford Focus RS WRC 06 featured considerable changes to its gearbox from the previous model, not only in specification but also in layout. The original Focus WRC (introduced in 1999) mated a longitudinal gearbox to a transverse engine, an engineering feat in itself. But for the 06 car Loriaux used a transverse gearbox along with the transverse engine. He has made no alterations to that but has still achieved a weight reduction in the gearbox and more development is planned.
“We're working on trying to improve the gearchange speed. We have homologated new parts but have not done sufficient work to introduce them onto the car yet. That is for the future,” said Loriaux.
Weight distribution
Loriaux is renowned for his innovative design approach to lowering the centre of gravity in rally machinery. Many of the trends seen on today’s cars, such as the crew sitting particularly low in the cabin, can be attributed to his earlier designs. Having set new trends on the 06 car, Loriaux has continued to concentrate on saving weight and no element of the car has escaped intense scrutiny in this area. Weight has been saved in the engine, suspension and transmission.
Ford BP technical director Christian Loriaux outlines what has changed on the Focus RS WRC 04 which was released this week.
“To describe the Focus RS WRC 04 as a new car would be wrong,” said Loriaux. “It is more an evolution of the 03 model. When we first sat down to design the 'new shape' Focus in the middle of May 2002, we began with a clean sheet of paper and we ended with a radical, revolutionary rally car which retained all that was good from the previous model. That car won two rallies last season, claimed a 1-2 finish on its last event as a works car in Mexico last month and achieved our aim of being capable of victory on all surfaces. You don't throw that kind of success into the rubbish bin so the 04 car is essentially the same car with key improvements in several areas.
“There are three areas on which we concentrated for homologation – the aerodynamics, the body shell and the engine. The work on the first two was carried out by our engineering department at M-Sport with our engine partner, Cosworth Racing, handling the engine improvements.”
When speaking of the new styling of the brand new Ford Focus RS WRC 04, Loriauz had this to say “To the untrained eye the Focus RS WRC 04 looks the same as the 03 version. But a closer look will show that we have redesigned the front bumper and restyled the rear bumper. The front bumper has two new ventilation areas on each side which will improve the cooling system to the engine. We won't see the full benefits of that just yet but once the ducting is in place then we will have a much improved cooling system. A re-styling of the rear bumper is part of the package and the combination of the two is the only visible difference to the car. I think the new styling makes the Focus RS look even more aggressive and adds further to the contemporary look of the car. However, it is still clearly recognisable as a Focus.”
“Just as important is the work carried out on the body shell. We presented a dossier to the FIA under the 2004 regulations which introduced a lighter body shell for the Focus RS. The new rules mean the minimum weight of the shell is now just 320kgs. We have lightened ours by 10kgs to 330kgs, so we are still 10kgs above the limit. Further weight savings could have been made by taking advantage of the new regulations which permit the use of an aluminium boot and bonnet but the time available to us did not allow for that. Of course, the weight of the car as a whole cannot be less than 1230kgs so the saving on the shell has allowed us to add more ballast. One of the key features of the 03 car was to save weight and, more importantly, distribute it via ballast to those areas of the car where it would improve balance and handling. Our weight saving with the new shell has allowed us to further that process and lower the centre of gravity even more.” He added about the car body shell.
When speaking of the engine, Christian Loriauz said “The improvements Cosworth Racing has made to the engine are small compared to the huge leap forward we made last year. But nevertheless, they are still an improvement. We've made a weight saving on the turbocharger and also improved the response from the turbo system. There are also modifications to the con rod and piston assembly aimed at reliability rather than outright performance.
“As I said earlier, the changes are more of an evolution than anything else. The car has evolved from rally to rally under the skin and we'll continue to make improvements throughout the season, nibbling away at weight and reliability. In Cyprus, for example, we'll introduce new dampers and new electronic settings and these type of changes are crucial to any manufacturer that wants to remain competitive at the front. Development is a continuing process, not something that happens once a year during homologation.
“Since we unveiled the new car a year ago, the basics of the car, like the suspension geometry and the transmission have barely changed. But we've improved the set-up of the dampers, introduced a completely different hydraulic system, revised the airbox after our difficulties in Cyprus and brought in a new transfer box in the transmission. This is the type of development we'll continue to work on, introducing new aspects as and when they are ready and when we feel they will bring improvements.
“We're not expecting a quantum leap forwards from the homologation changes. What we do expect is to maintain the progress we've made since the car made its debut in New Zealand last year. And if we can achieve that, then the Focus will remain the best car in the championship.”
Tim Proctor, principal engineer of Cosworth Racing’s World Rally Championship department also had plenty to add about the already successful Cosworth Duratec R engine.
“The days of making huge gains in engine performance are behind us now. Since every manufacturer is forced to run with the FIA restrictor, a WRC engine tends to be at its peak performance almost all the time. We aim to run the maximum amount of air through the restrictor almost all the time and so it is difficult to gain an advantage simply by trying to improve the breathing of the engine.
“However, that’s not to say that gains in the engine’s performance are impossible, just challenging. Performance improvements are achieved not by trying to improve the engine’s breathing but by making it work more efficiently, both in its own right and as part of the overall car as a package. Integration is one of the areas we are concentrating on continually. Whereas in the past the engine would have its control system, the transmission would have its own system, the chassis its own system and so on, now we are working closely with the M-Sport engineers to ensure the engine operates as one component within the car as a whole. Therefore, there ultimately will be a single system that controls the complete car, and the engine forms part of that.
“We are also making several changes to the components of the 2004 specification engine, again with the aim of reducing weight, improving response and driveability and, as a result, performance. We are implementing a new turbocharger and exhaust manifold as well as other components of the anti-lag system. There is also a new connecting rod that is combined with a revised piston design. Each of these changes is relatively small but, together, mean the 2004 WRC engine takes another step forwards in helping to improve the performance of the car.”
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