CATCH US IF YOU CAN POWER AND RESPONSE

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1 50 TWO rounds into the 2016 WRC2 calendar, we ve only seen one car (and indeed one crew) grace the top spot of the podium. The newly updated Ford Fiesta R5 Evo appears to have established itself as the car to beat in the World Rally Championship s hotly contested support series, having propelled Welshman Elfyn Evans and co-driver Craig Parry to class victories on both the Monte Carlo and Swedish rallies. The Evo spec is effectively an update package for M-Sport s existing Ford Fiesta R5, which has sold 146 units so far. A series of chassis and aero tweaks are expected in the near future, but right now it focuses largely on the powertrain. Under the R5 category s joker system, to accommodate a new port shape. Conversely, some design parameters are grouped together under one article (for instance, valve inclination, deck height and combustion chamber volume). M-Sport found itself on a pretty tight development schedule with the original Fiesta R5. Vying for the attention of customer teams, the Cumbrian firm was keen to be the first to market. That meant acting as something of a guinea pig for both the homologation process and the regulations themselves. One of the things that s helped to make the R5 formula so popular is that the rules place pretty stringent price caps on most of the components. It s resulted in near-world Rally Car (WRC) performance for a fraction CATCH US IF YOU CAN Propelled by the single biggest engine development step in the company s history, M-Sport s Ford Fiesta R5 Evo is blazing the trail in the competitive second tier of the World Rally Championship. Chris Pickering investigates manufacturers can apply to change homologated parts before the start of each season. M-Sport had eight jokers available to use on the Fiesta, of which five have now been applied to the powertrain. This is the first major update to the R5 and it was always intended to be primarily an engine package, explains M-Sport s head of engine development, Nigel Arnfield. We ve used almost all of the jokers on the powertrain. Broadly speaking, one joker was used for each of the four major development areas: inlet port geometry, piston crown, camshafts and exhaust manifold, plus one for the clutch/flywheel assembly. It s not quite as simple as it sounds, however. Some articles in the homologation document overlap for instance, you d have to change both the cylinder head and the manifold of the cost, but it does present some extra challenges to the constructors. In order to achieve the cost cap targets, parts often have to be bought in bulk. If you re the first out the blocks it means committing to the component specifications very early on, which can involve compromises. The regulations were still being finalised as we were working and it led to quite a stressful homologation process, says Arnfield. We probably had to make a few compromises as the first one through the process. POWER AND RESPONSE The M-Sport engineers had a number of potential changes in mind when work began on the update package, but they also set about benchmarking their car against the opposition. 50

2 ENGINE TECHNOLOGY 51 ABOVE Moment of truth: the updates helped Evans overcome a stern challenge from the Scandinavians on their home ground in the Swedish Rally Photos: M-Sport Subscribe +44 (0) April 2016 Issue

3 52 The biggest increases were found through inlet port geometry and camshaft profiles A lot of our customers had also driven other R5 cars and I think, generally, we had a lack of torque, admits Arnfield. It was certainly an area where some of the other manufacturers were stronger, so it really focused my attention. When you start something like that you don t quite know what the target is, so you just keep pushing until you run into diminishing returns. The biggest increases were to be found through inlet port geometry and camshaft profiles, he reveals. The original Fiesta R5 ran more or less the standard road car porting. Right from the start it was clear that there was room for improvement, but limited development time and relatively tight constraints in the rules meant the ABOVE Five homologation jokers were played in engine changes which are the centrepiece of the R5 s upgrade kit ABOVE Improvements to both power and torque have unlocked the R5 s potential engineers had to play it fairly safe. we knew what would work. In the end, I M-Sport has been working to unlock think we went through four iterations on that potential ever since the original car the camshaft and about the same on the was launched. A lot of the work has been cylinder head. based on empirical data and experience The engine is based on the 1.6-litre gleaned from the WRC, Arnfield explains: turbocharged inline four found in the Ford We d had a reasonable amount of time to Fiesta ST road car. As with most modern assess the car, so we were pretty confident production designs it uses direct injection (DI), which means it s very sensitive to the shape of the piston crown and the roof of the combustion chamber. With so little time to mix the fuel and the air in a DI engine, in-cylinder turbulence is every bit as important as air flow. We knew there was a lot of potential to develop the piston further, comments Arnfield. Once we d got the original R5 out there and competing it was something we could revisit. The Fiesta R5 Evo s turbo is essentially unchanged from the previous iteration. Like all turbos used in the R5 class it s road car-derived, although it s not clear exactly which road car that might be. What we do know is that it s virtually stock in terms of hardware and it s slightly bigger than those used on most of the other R5s. Right from the outset, we ve been very happy indeed with our choice of turbo, comments Arnfield. It s very efficient at higher engine speeds and it just needed a bit of help to get some more torque lower down. One of the biggest things we did to improve the response was reducing the diameter of the primary pipes on the exhaust manifold to increase the gas speed. As with the other R5 cars, the Fiesta runs an anti-lag system (ALS). This relies on the same basic principle as those found in the 52

4 54 fully-fledged WRC cars: sending a small amount of unburnt fuel into the exhaust manifold, where it ignites, creating enough temperature and pressure to keep the turbine blades spinning. Unlike the WRC cars, however, R5 machines aren t allowed to run fresh air systems that pipe oxygen from the turbo compressor into the exhaust manifold. Instead, they must draw all the air they need to sustain this combustion in through the engine. We use a lot of ignition retard [to delay combustion and initiate the anti-lag] and we keep the fly-by-wire throttle open by a small amount, explains Arnfield. It s a milder form of ALS compared to a WRC car, but removing the fresh air system helps to reduce the hardware costs. As with any ALS system, the downside is that both the exhaust manifold and the turbo are subject to increased temperatures and pressures. It also creates more heat in the engine bay, which then has to be dissipated. Overall, though, it provides a marked benefit. Control of the process is handled by the Fiesta R5 Evo s Life Racing ECU. The Essex company also supplies the car s power management system, which is operated by a membrane switch panel. PUNCHING ABOVE ITS WEIGHT Thanks to these updates, the Fiesta R5 Evo s power is up by 32 bhp at 4,500 rpm and 56 Nm of torque at 4,000 rpm. M-Sport hasn t released any outright figures, but it says this represents the single biggest engine development step in the company s history. According to Arnfield it now matches the torque of the WRC engine over the lower portion of the rev range. Even more impressively, peak power is said to be within around 10 per cent of its big brother, with the R5 Evo typically conceding less than a second per kilometre on the stages, despite the significant price gap. You might say the Fiesta R5 Evo is effectively 90 per cent of a WRC car for 60 per cent of the cost. So where exactly have the compromises been made? There s no one major area, Arnfield explains, but rather a cumulative costreduction spread across the whole vehicle: Right from the concept stage every component has to be designed with one eye on the cost, both in terms of the material that you use and the complexity of the design. It s very difficult to carry out complex machining cheaply, so the cost cap is a great way of regulating things. With a customer car produced in (comparatively) large numbers, you also have to think very carefully about running costs and durability. There simply isn t the margin to absorb any teething troubles that you might find on a works programme. We always do a lot of durability testing to ensure the cars exceed the sort of rebuild life that s expected of them, says Arnfield. In the case of the R5, this took place predominantly on gravel, with some tarmac running mixed in, with a 2,000 km sign-off. In parallel we ran 1,000 km on the transient engine dyno and 2,000 km Ford Fiesta R5 Technical Specification ENGINE M-Sport-developed 1.6 turbo, direct injection powerplant, FIA-regulated 32 mm restrictor. Life Racing engine control unit and power management systems BODYSHELL M-Sport-designed bespoke rollcage as per FIA R5 regulations. R5 aero package TRANSMISSION Sadev 5-speed sequential gearbox mated to Sadev front and rear differential units SUSPENSION Front and rear MacPherson struts with Reiger external reservoir dampers, three-way adjustable. Front and rear anti roll-bar options UPRIGHTS Machined aluminium uprights of a universal design strengthened suspension links INTERIOR FIA 8862 standard competition seats with 6-point HANS-compatible harnesses. AP Racing fly-by-wire fully adjustable pedal box. Life Racing fully functional driver display controlled by a membrane switch panel FUEL SYSTEM ATL 80-litre fuel tank, centrally mounted. BRAKES AP Racing forged 4-piston front and rear callipers. Gravel 300 x 28 mm ventilated discs/asphalt 355 x 32 mm ventilated discs. Hydraulic handbrake WHEELS 7 x 15 wheels Gravel 8 x 18 wheels Asphalt ABOVE The R5 Evo s turbo glows bright on the dyno, where a 1,000 km sign-off took place for the new engine TYRES Michelin TZ 80, 85, 95 L&R Gravel Michelin SA30, SA20, SA01, PB00 Asphalt 54

5 56 on the chassis dyno. Officially, M-Sport quotes a 1,500 km (935-mile) rebuild life, but this is understood to be well within the cars capabilities. Usually, we re told, they come back to the company for servicing, which means that aftercare is a substantial part of the business with nearly 150 examples in circulation, the Fiesta R5 is surely one of the most numerous international-level competition cars sold today. The update will be included on all new R5 Fiestas and it s also designed to be retro-fitted to existing cars. M-Sport s engine shop has been working sevenday weeks since December, with around 50 cars already updated to the new powertrain spec. We recommend carrying out the upgrade when the engine is due a rebuild, says Arnfield. The cylinder head is due a refurbishment anyway and you re going to be changing the pistons, so it s much more economical to do it at the same time. CHASSIS AND AERO The Fiesta R5 s chassis is largely unchanged. Structurally, it uses a production Ford Fiesta shell with a bespoke roll cage developed by M-Sport. FIA 8862 standard competition seats with HANS-compatible harnesses and a centrally-mounted 80-litre fuel tank from ATL further boost the car s safety credentials. For many young rally drivers, an R5 car ABOVE Monte Carlo remains the jewel in world rallying s crown. It was the perfect stage on which to display crushing dominance over WRC2 opposition Skoda BELOW Skoda, having launched its R5 after the Fiesta, had become the WRC2 benchmark. Until its top crews were beaten in Sweden is their first step into four-wheel drive. The Fiesta uses a 5-speed sequential gearbox from Sadev, allied to the French company s front and rear differential units. Suspension is McPherson strut all-round, with three-way adjustable remote reservoir dampers from Dutch rally specialist Reiger Racing Suspension. Further tokens have been devoted to an updated damper package, as well as new compression struts, due for a WRC2 competition debut later this month. Not only does the suspension have to be exceptionally tough to cope with rough surfaces, jumps and corner cutting, it must be able to function across an incredibly wide range of conditions. The temperature range of WRC2 rallies runs from -30 deg C in Sweden to +30 deg C in Sardinia; they can cover ice, snow and tarmac sometimes within the space of one rally. The car needs to have a very broad operating window, says Arnfield. Obviously we do have different setups for gravel and tarmac, but that still covers a huge variation. We go from super smooth tarmac to very bumpy tarmac, and the same for the gravel rallies. Under the R5 regulations, the machined aluminium uprights are identical on all four corners, reducing cost and simplifying setup. The brakes, meanwhile, are AP Racing forged 4-piston callipers front and rear with ventilated discs (300 x 28 mm for gravel and 355 x 32 mm for tarmac). M-Sport is still investigating possible aerodynamic changes to the rear wing and the front bumper. Elsewhere, a new auxiliary lighting system from Lazer Lamps reduces both weight and power consumption. It s the engine changes, however, that remain central to the R5 s upgrade kit. With WRC-baiting performance and a proven durability record, it s no wonder the Fiesta is proving hard to beat. 56

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