INVITATION TO TENDER FOR THE SUPPLY OF CHASSIS IN THE 2020, 2021, 2022 AND 2023 FIA WORLD RALLYCROSS CHAMPIONSHIP

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1 INVITATION TO TENDER FOR THE SUPPLY OF CHASSIS IN THE 2020, 2021, 2022 AND 2023 FIA WORLD RALLYCROSS CHAMPIONSHIP QUESTIONS AND ANSWERS Q: If manufacturers provide class A surfaces, then it is assumed that the supplier is not required to provide the roof skin, but just the provision for the hatch in cage design? A: Just the provision for the roof hatch in the safety cage design. Q: Provision of CFD data - of which components (we assume under-body cooling) if the A surface is to be the responsibility of the manufacturers. A: All CFD data is required, except the data from the A surface body panels. Q: Brakes - what size rim are we needing to package protect for, i.e. what is smallest rim? A: This will depend on the outcome of the tyre tender ( ) but it is assumed the rim size will remain 8 x 17. Q: Wheels - what size rim are we to package, and stud pattern? A: This will also depend on the outcome of the tyre tender ( ) but it is assumed the rim size will remain 8 x 17. Regarding the stud pattern, the wheel hub must have five-bolt wheel fixation, and the diameter of the inner bearing of the wheel bearings must be 100 mm maximum. Q. Do we need to declare our intended partners for systems such as brakes, dampers, etc. as part of the tender submission? A: Yes Q: Within the 120 kg weight target for the "Survival Cell", do we need to include the impact structures and subframes? A: No need to include the impact structures and subframes. Page 1

2 Q: It is assumed that only one tub and cage design will be proposed by the chosen supplier, and each manufacturer will then adjust their body A surfaces to suit. Is this correct? A: Yes, that is correct. Q: Supplier crash (Test 1) - It is assumed that "Test 1" will only include 2x frontal (+ push-off), 1x rear (+ push-off) and 1x side impact of the ballasted tub and subframes? A: Yes for front and rear, but most probably, the side impact test will not exist, as it will be proposed to the selected tenderer to create a proper side impact absorbing structure with a foam block. Q: Is there a requirement to do two front impact tests? As in F1, can we test the impact structures on the sled without tub, and then test the tub integrity during the Frontal impact test 2? A: Yes, that could be a solution. Q: Will the crash tubes be the standard F1 spec tubes? A: Such items will not be required for the side protection. Q: In Test 6, Side Impact Test, should it indicate "car on sled" and not "car on wall"? A: Yes, correct. Same philosophy as Frontal impact test 2. Q: Impact absorbing structures - Are the shapes and volumes of the side impact structures that are to use Impaxx 300, to be defined by the FIA or the supplier? A: Will be defined together. Q: Side intrusion panel test - Is this to be a Zylon panel push through test like in F1? A: Yes, see attached document. Q: Wheel tether test - what is the nature of this test? A: Will be required by FMEA Q: Do we have to sign off on standard ref car only, or can we conduct dynamic on one and static on another? A: No, all tests with the same. Q: It is assumed that the FIA energy storage safety cell static load tests (2.a) are conducted on the complete "reference" shell. Is this correct? A: This will depend on the final design of both survival cell and battery safety cell. Q: If the battery compartment is within the transmission tunnel, then is there a requirement to leave a specific space available either side, within the cockpit, to enable the fitment of two opposing actuators that can provide the 50kN squeeze force? A: No transmission tunnels will be used. Page 2

3 Q: Can the underfloor protection panels be fitted during the static and dynamic tests? A: No, because this element will be an add-on Q: 10.1 states: On-track support must be managed during the development phase using car manufacturer tests. On-track support is mandatory for one race per season, and any time at the request of the FIA in order to manage issues concerning the product. Whereas under 10.3 it states: The provider will make at least one representative available at any event (collective tests and races) to manage manufacturers technical exchanges, reporting and first analyses. As we understand it: o all services under 10.1 are to be included within the development package/cost o Services under 10.3 are to be quoted separately (season flat rate/daily rates which will be split among the manufacturers) Can you confirm if those services are expected to be included within the development budget, or whether they should be priced separately (as in the Battery ITT)? A: Regarding Article 10.1: All the support mentioned in Article 10.1 must be included within the development package/cost. Regarding Article 10.3: As the provider will in any case be present at all races and collective tests (spare part pool), the cost for the representative mentioned in Article 10.3 should be covered by the spare part business. For your information, the intention of the manufacturer is to organise, together with the provider, a spare part pool. However, this operation will be entirely handled between the manufacturers and the provider. The FIA will not be involved. Q: Driver seat integration: Please confirm the exact specification of the seats for the driver and passenger have to be integrated into the survival cell. We remember that a shell and tailor-made foam solution was discussed. During a more detailed investigation, there are some question marks from our side: o Due to the regulation maximum allowed foam thickness in such a seat solution, we are not sure whether it will be possible to cover all driver sizes with just 1 base seat shell. o The same would apply for the passenger, during some potential co-drive events. Each new passenger would require his own specific seat foam, which surely is not so easy to handle. Therefore, we have the following question: o Which technical regulation is to be applied in detail? A: Integrated driver and passenger seat: Please use the seat positions as shown in the attached STEP file. The foam to fit the individual drivers will be arranged by the teams. Q: Seat belt regulation (related somehow also to the seating requirement) Which regulation is the base for the seat belt solution? A: Seat belt related regulation: Article 17.3 of the Technical Regulations for LMP1 Prototypes states: Page 3

4 Safety belts Two shoulder straps, one abdominal strap and two straps between the legs are compulsory. These straps must comply with FIA standard (tolerated exceptions for survival cells homologated before 2017). Safety belts with two buckles are prohibited. Safety belt mounting points must be capable of resisting a 25 g deceleration. Elastic cords fixed to shoulders straps are forbidden. The recommended geometrical locations of the anchorage points are shown in Drawing Q: Wheel-to-wheel stiffness: Do you have a clarification of this value ( measurement procedure/definition, which components are included in the measurement chain, etc.) A: Wheel-to-wheel stiffness: Only the monocoque stiffness figures must be provided. Q: Steering column It is mentioned that the steering column has to undergo crash testing. Is the usual solution (OEM collapsible steering column element) in WRX/WRC valid? Would such a system still have to undergo crash testing (drop test)? A: 3.8 Impact testing of the steering column 3.8.a General requirements The steering column (including the steering wheel and steering rack assembly) must be subjected to the impact test described below. All components used for this test must be in their final manufacturing stage. Prior to the test, all components of the steering column as well as the steering wheel must be made available to the technical delegate for photos and weighing. In particular, the energy absorbing device must be available as a spare. 3.8.b Test conditions A solid hemispherical object with a diameter of 165 mm (±1 mm) and a mass of 8 kg (+1/ 0%) must be projected onto the steering wheel at a velocity of at least 7 m/s along the axis of the main part of the steering column (rotation axis of the wheel). The centre of the hemisphere must impact the centre of the steering wheel situated on the axis of the main part of the steering column. The steering wheel of the real car, the steering column, all bearings, all brackets used in between the steering column and the chassis, the steering rack assembly and any part which could materially affect the outcome of the test must be mounted on a test structure firmly fixed to the ground which reproduces exactly the mounting of the steering system in the car. The test structure may not modify in any way the impact resistance of the parts being tested. During the test, the hemispherical object may not pivot about any axis. 3.8.c Acceptance Criteria During the test, the peak deceleration of the object, measured over the direction of impact with channel frequency class CFC 600, must not exceed 80 g for more than a cumulative 3 ms (Σti measured at 80 g 3 ms). After the test, all substantial deformation must be limited to the steering column and the steering wheel. The steering wheel quick release mechanism must still function normally for dismounting the steering wheel from the steering column. Page 4

5 Q: Dimensions for the motor volume on page 8/18 in the ITT document. Please confirm the word motor also includes the drivetrain => Motor Volume = Motor + Transmission Volume? A: Motor volume: The figures 280 mm x 200 mm x 200 mm mentioned in the tender letter are for the e-motor only. Please contact the potential gearbox suppliers for the gearbox volume. Q: Provider spares - Please confirm that "Min 5" means that we have to hold 5x full kits in stock at the start of each season? Does this include tub x 5? A: Yes, this also includes the five monocoques. Q: Manufacturer spares - Please confirm that "Min 4" means that each manufacturer has to buy x1 full kit, and pay at ratio up to maximum of 1.3, i.e. (170,000 x 4 x 1.3)? We doubt manufacturers will want 4 x spare tub assembly. Is the spare parts list defined? A: If a manufacturer builds for example, four race cars, each kit will cost 170K. The maximum ratio for spare parts will be at most x1.3. For your information, the intention of the manufacturer is to organise, together with the provider, a spare part pool. However, this operation will be entirely handled between the manufacturers and the provider. The FIA will not be involved. Q: Is the deadline for manufacturer registration fixed what happens in the case of late interest / how can we know how many test cars to budget for? A: The car manufacturer s registration deadline is set at 15 July As mentioned in the ITT, you may calculate with up to six test cars. Q: Article 8.3, Cost cap: Is the 170k cost cap inclusive of VAT? A: No. Page 5