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media information 2014 www.highpowermedia.com
media information 2014
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the history editorialLaunched in Summer 2003 and published 8 times a year, Race Engine Technology is the brainchild of Ian Bamsey, the highly respected and award-winning motorsport
journalist of over 30 years standing.Ian and his team of industry experts
produce a unique, high quality, technical source of information that is widely read, referred to, and sought after, by its dedicated readership of design and development engineers, across the entire global powertrain industry.
RET remains one of the few magazines in motorsport entirely dedicated to the technology and innovation that drives competition forward.
At the heart of this authoritative publication are in-depth research insights that probe significant contemporary projects, with informed analysis backed by professor peer review and critique. Race Engine Technology (RET) features all aspects of technological developments, in turn creating a truly must-read title among the global racing industry. We cover many and varied types of feature and here are a few examples:
Grid The ‘grid’ section is an analysis of recent, technological powertrain-related news from the world of motorsport. Rather than just present the news as it’s reported, the editorial team at RET take one further step in order to outline the wider ramifications of the development at the heart of the story.
Engine dossierAt least one and more often than not two ‘dossiers’ will appear in every issue of RET. Our signature feature, the ‘dossier’ is an incredibly detailed look at a high-profile racing engine, revealing many secrets of the technology that are simply not reported anywhere else.
Race Engine Digest (RED)Each RED provides a succinct profile of a newsworthy race engine, outlining its design and development, with a full specification provided and also a list of component suppliers. Coverage includes all forms of motorsport, from Global RallyCross to Le Mans; from Midget racing to IndyCar.
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57
For 2013 a 3% cut in air intake restrictor area was imposed on
the LM P1 turbodiesel engine used by Audi, whereas that for
the petrol engines used by cars without hybrid technology (the
Strakka HPD and the Rebellion Lola-Toyotas) was increased by
2.25%. The advantage of diesel (hybrid or non-hybrid) intake restrictor
area over that of a non-hybrid naturally aspirated petrol engine (both
types at the maximum permitted displacement) was then 6%, although
when Audi fi rst brought the turbodiesel race engine to Le Mans in
2006 its advantage over the most generously restricted petrol rivals
had been in the region of 40%.
Nevertheless, Audi once again had the fastest car at Le Mans.
Despite the restrictor cut plus a 15 kg weight handicap, this year
its R18 was about 0.75% quicker than last year – Audi’s pole was
202.349 s versus 203.787 s in 2012 while its fastest race lap was
202.746 s versus 204.189 s in 2012. The winning car didn’t complete
as many laps this year (348 versus 378 in 2012) but that was down
to the changeable weather conditions and a total of fi ve hours and
27 minutes spent running behind safety cars versus two hours and 22
minutes in 2012.
Arch-rival Toyota enjoyed the benefi t of a larger fuel tank this year
– up from 73 litres to 76 litres for its naturally aspirated, E10-fuelled
factory cars – whereas the Audi’s tank remained at 58 litres. The upshot
was that the winning Audi spent 47 minutes 14.799 s stationary in
pit lane whereas the second-place Toyota spent 43 minutes 20.111 s.
That Audi pitted for fuel 34 times, consequently from 35 tankfuls it
averaged 9.94 laps per tankful, whereas the Toyota, which fi nished one
lap down, stopped only 30 times and consequently averaged 11.19
laps per tankful.
The fact that Audi routinely ran 11 laps in 2012 and only ten this
year is somewhat puzzling since it suggests that its 3.7 litre V6 was
producing more power. However, there doesn’t seem to have been any
technological breakthrough that would have more than compensated
for the implicit loss of output due to the smaller restrictor; the R18’s
energy recovery system is more powerful, so in theory the car goes
further on a given allocation of fuel.
The logical conclusion therefore is that, compared to Le Mans 2012,
this year Audi was spending more fuel on overcoming aerodynamic
drag. However, that doesn’t stack up either, with higher top speeds this
year and an apparent gain in aerodynamic effi ciency (as reported by
our sister publication, 24 Hour Race Technology 2013).
A theory suggested by Toyota personnel is that this year Audi is
running engine settings that put more emphasis on outright power at
the expense of fuel economy. To some extent this might amount to
using fuel to drive the turbine even when the driver doesn’t require
torque, simply to maximise the potential of the blown-diffuser
approach that Audi has adopted this year. Audi engine chief Ulrich
56
Ian Bamsey reports on the seven Prototype engines that contested the 90th anniversary Le Mans 24 Hours
Seven-horse race
REPORT : LE MANS PROTOTYPE ENGINES 2013
Honda) appeared to be on a par. The Nismo Nissan was numerically
dominant and was used by the three quickest team-car-driver
combinations, and duly (and comfortably) claimed class honours.
Note that after the race the Oreca Nismo Nissan that fi nished ninth
overall and third in LM P2 was excluded for a fuel tank infringement, so
everyone behind it was promoted one position. At the time of writing,
however, that exclusion was subject to an appeal by the entrant.
AUDI SPORTAudi fi elded the familiar R18 TDI LM P1 3.7 litre V6 turbodiesel, as
discussed in RET 55 (June/July 2011) and 63 (June/July 2012). Engine
chief Ulrich Baretzky says there wasn’t a lot of development of it from
2012 to 2013, his engine team concentrating on the requirement of
the new rules due in 2014. Any development that was undertaken
wasn’t, he says, about searching for increased top-end power but
was about improving the driveability of the unit and its all-round
performance, with much of that work done through the control system
rather than any mechanical hardware change.
The engine runs to 5400 rpm maximum in the lower gears with
peak power fl at from 4200 to 4500 rpm and peak torque fl at from
3700 to 4000 rpm. “Top-end power is only part of the game,” Baretzky
emphasised. In fact, just before the fi rst race of the season at Sebring,
Baretzky denied this, but he did tell us,
“To compensate for the power loss due
to the change of restrictor diameter and
the advantage Toyota got with three litres
of extra fuel, we had to run the engine
outside its effi ciency areas.”
Given an intake restrictor, the output
of a diesel is primarily defi ned not only by the amount of air that can
squeeze through it but also by the amount of fuel that can be burned
before it transgresses the rule: “smoke: the engine must not produce
visible exhaust emissions under race conditions”. In contrast, the
naturally aspirated, E10-fuelled engine has an optimum air-to-fuel
ratio for maximum power, and the only way to
increase its output signifi cantly is to increase
effi ciency. In this respect, Toyota had done a
magnifi cent job in developing its 3.4 litre V8 to
run a compression ratio of no less than 17:1.
Toyota also still had a more effective
energy recovery system than Audi, yet its
cars couldn’t quite match Audi’s race pace,
other than when the conditions were varying
between wet and dry, which they often did
this year. One Audi had a trouble-free run, as
did one Toyota, and despite spending almost
four minutes longer in the pits the German car
won by a one-lap margin.
The top privateer in LM P1was the Strakka
HPD, sixth overall. Meanwhile, in the much
larger LM P2 fi eld, the three homologated
engines (Nismo Nissan, EDL BMW and HPD
▼
“Any development undertaken wasn’t about searching for increased top-end power – that is only part of the game”
Racing through the night at Le Mans – this is the Nissan-engined Signatech Alpine
THE 81ST LE MANS 24 HOURS
The 2013 24-hour race week followed the format established in 2010, with scrutineering starting on Sunday, a day off on Tuesday then free practice on Wednesday from 16.00 to 20.00. Qualifying followed in three sessions: Wednesday 22.00-24.00 then Thursday 19.00-21.00 and 22.00-24.00. Teams were again permitted no more than two engines for these practice and qualifying sessions, the race morning warm-up and the race itself.
The LM P1 and P2 engine regulations were fundamentally unchanged from 2011, although there was a cut in intake air restrictor area for LM P1 turbodiesel engines and an increase for LM P1 petrol engines where the car didn’t have an energy recovery system.
In addition, turbodiesel hybrids are limited to a 58 litre fuel tank whereas, compared to 2012, hybrid petrol cars were given an additional 3 litre capacity, taking the total to 76 litres, and non-hybrid petrol cars an additional 8 litres, taking the total to 83 litres. For LM P2 the fuel tank size was again 75 litres. Shell provided the same mandatory diesel and E10, as it did in 2012.
Garage 56, which allows an additional car to run alongside the 55 regular entries outside of the race classifi cation, to demonstrate alternative technology, was due to feature the GreenGT fuel cell Prototype this year. Alas, it had to be withdrawn before race week due to lack of adequate track testing.
Pit stop for the winning Audi R18
56-65 LE MANS PROTOTYPES (CS5) v.GR.indd 56-57 21/08/2013 12:25
THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD
AUGUST 2013
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DANNY THOMPSON: Doubling up on nitro V8s
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BLUEPRINT OF F1’S REVOLUTIONCosworth reveals 2014 winning edge
PROTOTYPE POWER PLAYAudi v Toyota for 24 hours
RETURN JOURNEYValve springs tech focus
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JUNE/JULY 2013
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THE WORLD’S MOST POWERFUL RACE ENGINEDon Schumacher Racing Top Fuel V8
FORMULA ONE POWER REINVENTEDSpecial Investigation: the 2014 engines
10 YEARS OF RETCharting a decade of relentless performance development
01 071COVER.indd 1 24/06/2013 12:37
Component focusRevisited just once every 3 years the focus acts as an excellent source of reference – topics covered include:| Alternative Energy/KERS | Aluminium| Bearings | Camshafts | Castings | CFD | Circlips | Coatings | Con Rods | Coolers/Radiators | Crankshafts | Data Acquisition | Dynamometers | ECUs | Exhausts | Fasteners | Fuel Pumps | Fuels | Gaskets | Heads & Blocks | Injectors | Liners/Sleeves | Lubricants | Machine Tools | Non-Metallics | Oil Pumps | Piston Pins | Pistons | Pushrods & Rockers| Rapid Prototyping | Rings | Seals | Sensors | Steel | Surface Treatments | Test Equipment | Titanium | Transmission | Turbochargers | Ultrasonic Cleaning | Valve Springs| Valves | Water Pumps
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forward features & publishing schedule
Print run: 6,000copies per issue (minimum)
Estimated readership: in excess of 18,000On average at least 2 people over and above the addressee read each copy we send out
Geographical breakdown:
USA
UK
Europe
ROW
57 countries in total
THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD
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OUT-POWERING FORMULA ONEJay Dickens’ Dirt Late Model V8
BREAKTHROUGH ENDURANCE POWERSeries hybridsurvivesthe Dakar
STEALTH POWER GAINSFocus on engine lubricants
TOYOTA’S HISATAKE MURATA: Father of the racing hybrid system
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01 070COVER.indd 1 03/05/2013 12:25
THE COMMUNICATIONS HUB OF THE RACING POWERTRAIN WORLD
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HAYABUSA MAKES WAVESIs Mussett’s turbo the future of F1 boats?
ELECTRIC AVENUESAlternative energy focus
CHARGE CONTROL Valve technology progress
CHRIS DAVY: Operating NASCAR’s alternative spec
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01 069COVER.indd 1 13/03/2013 11:51
46%
22%
24%8%
RET IssuE Advertising Publication Focus articles Bonus show Bonus race copy deadline date distribution(s) distribution(s)
RET 74 23rd October 6th November Surface Treatment PRI & ASI - November 2013 Water Pump
RET 75 11th December 2nd January Coolers/Radiators ASI Daytona 500Dec 2013/Jan 2014 Con Rods Aluminium
RET 76 29th January 12th February Fasteners - Sebring 12 HoursFebruary 2014 Rapid Prototyping
RET 77 12th March 26th March Heads & Blocks - Silverstone 6Hr, DTM Brands,Mar/Apr 2014 Machine Tools Indy 500
RET 78 30th April 14th May Pistons Engine Expo 24 Hour Le Mans, May 2014 ECU/EMS Nurburgring 24 Hours, British F3, FIA UK Drag Racing, Isle Of Man TT
RET 79 11th June 25th June Pushrods & Rockers - Spa 24 Hours, British GPJun/Jul 2014 Bearings British Hillclimb WSB Silverstone
RET 80 23rd July 6th August Coatings PMW MotoGP-UK, US Nationals,August 2014 Race Fuels European Drag Finals, Bathurst 1000, British Rally RET 81 17th September 1st October Camshafts PMW & PRI Wales Rally, Macau GP Sept/Oct 2014 Transmission
RET 82 29th October 12th November Crankshafts PRI & ASI - November 2014 Data Acq / Sensors
RET 83 10th December 29th December Advanced Metals ASI Daytona 500 Dec 2014/Jan 2015 Fuel Pumps
RET 84 28th January 11th February Turbo/Supercharger - Sebring 12 HoursFebruary 2015 Rings
RET 85 11th March 25th March Exhausts - Silverstone 6 Hours, Mar/Apr 2015 CFD DTM Brands, Indy 500
Print run: 3,000copies per report (minimum)
Estimated readership: in excess of 10,000At UK£20 / EURe30 / US$40 per report, readers are inclined to share their copy with others
Reader profile: In addition to paid copy sales, each report is sent to 1,500 engineers, technicians, aerodynamicists, team managers, powertrain professionals and other key personnel within the specific area of motorsport covered by the report. This ensures that, irrespective of who chooses to purchase the publication, advertisers are guaranteed that their principal target market is extremely well covered.
the historyLaunched in Spring 2007 and published annually, the High Power Media series of Race Technology Reports provide readers with a high quality, technical source of information, that recognises that race engines do not live in isolation. Putting the powertrain into the whole-car context enables our team of industry experts to consider everything else beyond the engine, ranging from tyres and brakes, to transmission and aerodynamics. With the same attention paid to the quality and depth of the technical information provided as in our Race Engine Technology magazine, each Race Technology Report provides a unique review of leading classes of global motorsport.
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A race technology report
USA $50, UK £20, EUROPE e35
SEAMLESS TRANSMISSION
F1 AERO INSIGHT
SAUBER: FERRARI POWER, SWISS PRECISION
PLUS2013 engineering insight
Lotus’ rejuvenation Grand Prix design to win
F1 race
01 F1RT7 COVER.indd 1 23/04/2013 11:00
A SPECIAL REPORT
USA $50, UK £20, EUROPE E35
SHINING LIGHT ON SOLARSun-powered racecar insight
THE CHARGE OF BLACK CURRENTAn electric Beetle dragster hits 220 kph!
HOW NISSAN ELECTRIFIED LE MANSZero emissions for Prototype racing
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KNOWLEDGE IS POWER
LIVE WIRESElectronics and fuel transfer systems investigated
The role of data logging in stockcar racing
THE NEXT GENERATIONFord’s new Fusion
01 CRTv4 COVER.indd 1 21/02/2013 15:38
Life as a privateer in the Le Mans LM P1 class is hard work.
The class is dominated by manufacturer entries and their
lavish budgets, and that domination – particularly by Audi
and Peugeot, and now Toyota – means it has become almost
impossible for privately funded teams to fi ght for overall wins. Even
the regulators have recognised this, and for the 2012 WEC season they
introduced the FIA Endurance Trophy for private LM P1 teams. Despite
being effectively excluded from battling the manufacturers at the
sharp end of the grid, LM P1 still attracts a number of private entries,
including UK-based Strakka Racing.
Founded in 2007 by owner Nick Leventis, the Strakka team fi ts the
true defi nition of a privateer, having been created to allow Leventis, a
former downhill skier, to compete in sportscar racing. After two seasons
in GTs, running a BMW M3 GTR in BritCar during 2007 and then an
Aston Martin DBR9 GT1 in the 2008 Le Mans series, Strakka entered
a Ginetta-Zytek GZ09S LM P1 in the 2009 Le Mans Series. Its debut
Prototype season was a baptism of fi re, but provided an invaluable
learning experience for the team. Come 2010, Strakka moved down to
the LM P2 class and began what was to be a fruitful relationship with
Honda Performance Development (HPD), the division responsible for
much of Honda’s racing activities, running an Acura ARX01c.
Strakka’s debut season with Honda in 2010 was exceptionally
successful; the results spoke for themselves – pole position in all fi ve
rounds and wins in all the races the car fi nished, including an outright
win in Hungary. This was the fi rst time an LM P2 car had beaten the LM
P1 fi eld, with the tight and tortuous nature of the street circuit suiting the
greater agility of the lighter P2s. Unfortunately for Strakka and other HPD
teams in LM P2, 2011 saw the regulations change, requiring the use of a
cost-capped chassis and roadcar-derived engine package.
Honda opted for a twin-turbo V6 engine, which ended up
being hobbled by the 2011 regulations and unable to produce the
performance needed to be competitive. After a tough season of being
unable to fully exploit the performance potential of the ARX chassis,
Strakka decided to move into LM P1 for 2012.
14
Lawrence Butcher charts the history and development of this versatile endurance racer
Evolution of the beast
DOSSIER : STRAKKA RACING HPD ARX03C
The ARX03c can trace its lineage back nearly eight years, to the
Courage LC70 and 75 cars which fi rst raced in 2006. The cars were
a result of regulatory changes for the Le Mans Prototype classes in
2004, meaning manufacturers were obliged to produce new cars. The
original chassis, designed by Paolo Catone, was to become one of the
most widely used sportscars of recent years, forming the basis for a
range of LM P1 and P2 cars.
Following Courage’s initial development efforts, the company was
bought by Hugues de Chaunac’s Oreca outfi t in 2007, with the chassis
morphing into the Oreca 01 LM P1. The LC70 monocoque was retained,
but the bodywork and engine package were extensively reworked. It was
at this point that HPD bought a number of LC75 chassis, which formed
the basis for the initial Acura ARX01a (at the time Honda was using the
Acura brand for its entry into endurance racing).
As well as development for LM P1 and P2 class racing, Oreca also
used the basic design for the FLM09, the car of choice for the Formula
Le Mans series, designed to introduce drivers to Prototype racing.
This was not a decision it took lightly, as Strakka’s team manager
Dan Walmsley explained. “It was a very diffi cult year for us. After the
great success of the 2010 campaign the car still had a fantastic chassis
but the engine was somewhat leg-roped by the way the regulations
had been designed. And at the end of 2011 came the big decision
because the car then became a proper cost-cap LM P2 car rather
than the grandfathered older generation car with the roadcar-derived
engine,” he said. “So we decided to go to the LM P1 car that was on
offer. And at the time, the original plan was to go to what would be the
ARX01e, which was very similar to the LM P2 chassis we were used
to. But the change coincided with the regulation shift requiring Honda
to use its own bespoke tub, so we ended up with an ARX03a.”
Chassis evolutionAlthough Strakka has only been running HPD chassis since 2010, it
is worth looking at the roots of the ARX01 and ARX03 design, which
illustrate the versatility of the chassis upon which it was based. ▼
15
Strakka Racing has been campaigning HPD chassis since
2010, running in LM P1 since 2012 (Image: Lawrence Butcher)
14-27 STRAKKA.indd 14-15 21/08/2013 12:56
Volume 5March 2014 NASCAR has seen an unprecedented level of change over the past five years, making it hard for teams to stay on top of the engineering game. With fields of over 50 cars separated by tenths of a second, the most nuanced setup changes can mean the difference between a Did Not Qualify and Victory lane. Having had to adapt to fuel injection in 2012, 2013 saw teams having to deal with an all new body, placing their engineering departments under intense pressure to perform and produce results.
Cup Race Technology will investigate the implications of all these changes one year on, while also taking a look at some of the unique engineering challenges found in other, more eclectic, forms of oval racing.
Volume 8May 2014 Formula One undergoes its biggest change for decades in 2014, when the powertrain rules are radically overhauled. Out goes the concept of more and more powerful engines within a given displacement and in comes the concept of maximising the performance to be wrung from a given amount of fuel. Turbos are coming back and new energy recovery system technology will be introduced; a far more significant amount of power will be recycled. At the same time the chassis will have to cope with higher heat rejection and a greater demand for aero efficiency. It all adds up to an absolutely fascinating new scenario, which will be explored in depth by the next publication of the annual F1 Race Technology report.
Volume 1July 2014
Motorsport is undergoing a revolution, the most substantial of its long history. Widespread concern over consumption of fossil fuel and greenhouse gas emissions have led the motor industry to exploration of alternative fuels and hybrid and even all-electric vehicles. Motorsport is following suit, to the extent that alternative fuelled and hybrids have already won prestigious events against conventional racecars. Alternative Race Technology is a new addition to High Power Medias’s Race Technology Report stable, dedicated to the analysis of the new technologies that are starting to change the face of motorsport. The future is here now; explore its exciting novelties through this unique technical publication!
headline statistics
RTR IssuE Advertising Publication Focus
deadline date articles
19th Feb 7th Mar
Aerodynamics
ManufacturingVol 5: Mar 2014
23rd Apr 9th May
CFD
SensorsVol 8: May 2014
25th June 11th July
Electric Motors
BatteriesVol 1: July 2014
20th Aug 5th Sept
Energy Recovery
ChassisVol 8: Sept 2014
22nd Oct 7th Nov
Braking
TransmissionVol 5: Nov 2014
17th Dec 2nd Jan
Chassis Construction
Data & ElectronicsVol 3: Jan 2015
A SPECIAL REPORT
USA $50, UK £20, EUROPE E35
PRIVATEER POWERStrakka Racing’s LM P1 profi led
TECHNOLOGY FOCUSDriver systems and suspension technology
Under offi cial licence with the ACO
WORKS RETURNPorsche’s new 911
01 24HRT13.indd 1 22/07/2013 10:01
A special report
USA $40, UK £20, EUROPE e30
INFORMATION NATIONDrag Racing data logging investigated
BLACK CIRCLESDrag Racing tire technology explained
DARK FORCESGreen Goblin Pro Mod
01 DRT2013.indd 1 19/09/2013 13:11
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BULLETPROOFINGInsight into rally car design and construction
TWIST AND TURNTransmission and suspension technology investigated
RALLY ROCKETS WRC challengers from Ford and Mini profi led
01 RRT COVER NEW.indd 1 11/12/2012 14:48
Volume 8september 2014
2014 marks the beginning of a new era in endurance sportscar racing, with major regulatory changes in the top LM P categories. Manufacturers will be presented with a fuel flow formula, combined with the option of significantly more potent energy recovery systems. Given the presence of at least three major manufacturers in the LM P1 category, each approaching the new regulations with a different concept; from Audi’s TDi to Toyota’s race bred petrol V8. The 2014 Le Mans 24 Hours will present a fascinating prospect from both a competition and engineering perspective. 24 Hour Race Technology will bring in depth analysis of new developments, from throughout the endurance racing world.
Volume 5November 2014
Shock and awe is the most appropriate description of drag racing; no other racecars on earth come close to Top Fuel Dragsters in terms of sheer power and brutality. Beyond the seeming simplicity of these savage machines, there are some extreme engineering challenges that tax teams and engineers. Though drag racing majors on brute force, the most subtle setup changes can make the difference between a record breaking run or breaking traction and smoking the tyres. The diversity of machinery at the average drag meet is enormous, making the sport a hot bed of engineering ingenuity. Drag Race Technology will investigate the imaginative solutions racers find to gain an advantage over the guy in the lane next door.
Volume 3 January 2015
The world of rallying is a diverse one, with many varied classes and sub-disciplines across the globe. Whether it is the WRC, the Dakar, or a Rally-X event, the environment presents engineers with some unique challenges. With many classes moving towards downsized power units, simplified mechanical systems and close cost controls, manufacturers are also faced with an ever decreasing box of tricks with which to gain performance. The result is increased ingenuity, particularly when it comes to exploiting performance without breaking the bank. Rally Race Technology will look at all aspects of rally engineering, From the peaks of the WRC to the innovations of clubman racers.
publishing schedule
Advanced Materials:
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Coatings:
Coolant System:
Electronics:
Engine Structure:
Exhausts:
Fuel System:
Induction System:
Oil System:
Pistons and Rings:
Surface Treatments:
Test Equipment:
Transmission:
Valvetrain:
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1 Nov 6 Dec 31 Jan 21 Mar 2 May 20 Jun 1 Aug 12 Sep
8 Nov 13 Dec 7 Feb 28 Mar 9 May 27 Jun 8 Aug 19 Sep
Titanium Super Alloys Aluminium Steel Rapid
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Sensors GCUs ECUs Wiring Looms Sensors Data Logging Connectors Wiring Looms
Anodising Chromating Phosphating Peening Nitriding Carburising/
Vibratory
Chemical
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Finishing
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Transmisson Plumbing
Semi Synthetic Oil Tanks Oil Coolers Oil FiltersOils
Designs
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Touring Car World
F1 Nascar MotoGP Le Mans Rally GT
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Air Boxes Air Filters Manifolds Superchargers Turbochargers Air Filters Throttle Bodies Air Trumpets
Heads and
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Heads and
Heads and Liners/Sleeves Seals/GasketsBlocks
Blocks
Blocks
Blocks
Flow Benches Engine Dynos Stress Analysis Dynamometer
Engine Sim.
Data
Dynamic Test
Materials -
Sensors
Software
Acquisition
Bench/Cells
Testing
Radiators Fans Intercoolers Water Pumps Heat
Plumbing Intercoolers Heat
Exchangers Exchangers
Pistons Pistons Rings Pistons Pistons Piston Pins Rings Circlips
Fuel Plumbing Fuel Rails Fuels Fuel Pumps Fuel Filters Fuel Injectors Fuel Tanks Carburettors
Gears/Pulleys Spring
Valve Collets Rockers/Lifters Pushrods Valve Springs Lash Caps Valve Seats/
Retainers
Guides
Thermal
Bearing PVD CVD DLC
Metallic Polymer
Thermal/ Barrier
Coatings
Plating
Plasma Sprayed
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Jan ’14 Apr ’14 Jul ’14 Oct ’14
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24 Jan 25 Apr 25 Jul 24 Oct
Managing Brake New Directions DRS, What Current TrendsCooling Flows in CFD For F1 Works and Why and TricksAerodynamics:
Hardware Sensors Hardware InstrumentationElectronics:
Suspension Wheels Tyres SteeringCorners:
Bodywork Chassis
Composites Bodywork
StructureChassis:
Driver Controls Driver
Driver Controls Driver
Environment Environment
Driver Controls/ Environment:
Testing – On & Off Track:
Design & Manufacturing:
Engine Engine Support
Fuel & Oil Energy Recovery
SystemsPowertrain:
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Testing - Testing - Testing - Testing - Off Track Off Track On Track On Track
Composites
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SChEDulE
The history: High Power Media, publishers of Race Engine Technology and RET-Monitor launched in early 2013 this quarterly, free for life, technical F1 specific e-newsletter. Using the same ground-breaking technological platform as RET-Monitor, F1-Monitor can be tailored specifically to readers’ interests and to each advertisers target audience, with a supporting website housing an archive of previously published articles. Looking at all areas of F1 car development, F1-Monitor will take its place in the digital world, ably supported by the highly acclaimed F1 Race Technology annual report, first published back in 2007.
SChEDulE
The history: RET-Monitor has established itself as one of the largest online technical knowledge bases covering the racing powertrain, with over 700 articles of news and technological developments. On registering, subscribers select up to 20 component keywords, which represent the areas of most interest to them. The subscriber then receives eight personalised emails a year, each of these contains technical articles written by specialists in each of the keyword categories they selected. This revolutionary ‘personalised’ content delivery system allows subscribers to receive 100% relevant content and the advertisers marketing message will target purely those subscribers that are 100% relevant to them.
Bearings, Camshafts, Con-Rods, Crankshafts and Fasteners channels also available – content will be determined on an issue by issue basis
advertising rates & mechanical data + ratecard
Size/insertions 1x 2x 4x 8x
Double page £6900 £6210 £5865 £5175Full page £4025 £3625 £3425 £3020Half page £2185 £1965 £1855 £1640Quarter page £1150 £1035 £980 £865Cover positions +20%, Guaranteed position +10%
+ ratecard
RET-Monitor & F1-Monitor advertisement specifications:banners on both the newsletter & website are w250 x h250 pxls in size. We can accept .gif, .png and .jpg file formats. Max file size 100KB.
Double pageTrim: W420mm x H297mm Bleed: W426mm x H303mm Type: W400mm x H277mm
Full pageTrim: W210mm x H297mm Bleed: W216mm x H303mm Type: W190mm x H277mm
Half page (V) Type area: W92.5mm x H277mm
Half page (H) Type area: W190mm x H136mm
Quarter pageType area: W92.5mm x H136mm
Costs per package (newsletter ad + web banner ad) are as follows:
Editions 1x 4x 8x
Cost per package £1000 £750 £500
RET-Monitor and F1-Monitor advertising packages consist of two distinct parts.
Part 1: An advertisement alongside a relevant article, within a personalised, highly targeted email newsletter, sent specifically to those subscribers who have signed up to receive information connected to the component or service that the advertiser offers.
RET-Monitor has eight newsletters per year: Dec/Jan, February, March/April, May, June/July, August, Sept/Oct and November.
F1-Monitor has four newsletters per year: January, April, July, October.
Part 2: A banner advertisement on the RET-Monitor or F1-Monitor website, featuring the largest archive of free-to- access technical, motorsport, powertrain related articles anywhere on the world wide web. The advertisement will be linked to the article indefinitely.
RET & RTR specifications: Artwork can be supplied in PDF, EPS, TIFF or JPEG formats. Artwork to be set at 300dpi.
Alternatively we do offer a design service by arrangement, so if you would like us to help make an advertisement for you, or amend an existing ad, then please get in touch to discuss.
contacts“The technical detail you provide about race engines is just plain not available from any other source.”
“When I received my first copy of RET I was dumbfounded to say the least! Kudos to you Brits for making such a great publication! Thank you for giving me an intelligent publication to read!”
“Everything in RET is excellent! When I’m working on anything that relates to what you have written about before, I read through the relevant article again, paying particular attention to the appropriate advertisers on the next few pages that under normal circumstances would be hard to track down. Many thanks and just keep up with LOTS more of the same!!”
“RET is an exceptional source of information on the current technical status of activities in the world of racing engines. I also believe that it is an extremely valuable historical archive of that technology. Given the strong urge in the motorsports world to confidentiality and secrecy, there is a genuine danger that technical information will go unrecorded and be lost to future generations. RET, under the guidance of Ian Bamsey, provides that record that would otherwise be lost.”
“Congratulations on ten years of RET! You continually achieve a very high standard of reviewing engines and engine components from a highly technical perspective. We have learned a great deal from your articles.”Dr. Andrew Randolph – Engine Technical Director, ECR Engines
“Congratulations on 10 years of the Race Engine Technology magazine! I really enjoy every single issue of it and it is fantastic that such an interesting magazine exists.”Axel Wendorff – Head of Powertrain, McLaren
“Thanks for the great service and producing the best appearing and most advanced technical content magazine in the world.”
“I don’t know how you could make RET any better. Just keep doing what you’re doing and that will keep me buying the magazine.”
“Your research is first class.”
“Again, thank you for an outstanding article. The engineering/design side of racing components is second to none.”
“Excellent, one of a kind, it is great to read about industry tech and insight to development.” “I think your magazine is excellent, and a very good source of both information and suppliers (adverts).”
“The “focus” articles that look at specific components are great. They could be compiled into a text book. In fact, I make copies of them and keep them in an easy to reference binder in my office.”
“Keep up the excellent technology focus articles.”
what our readers say Editorial enquiries Ian Bamsey – [email protected]
Race Engine Technology Advertising enquiries Simon Moss – [email protected]
Race Technology Reports Advertising enquiries Louisa Churchill – Sales [email protected]
RET-Monitor & F1-Monitor Advertising enquiries Sarah Wakelam – Sales [email protected]
Subscription enquiries Brett Sheppard – Circulation [email protected]
General enquiries Chris Perry – Circulation [email protected]
High Power Media LtdWhitfield House, Cheddar Road,Wedmore, Somerset, BS28 4EJ, UKTel: +44 (0)1934 713957Fax: +44 (0)20 8497 2102www.highpowermedia.com
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