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Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

Last year, when Peugeot Sport announced its new program to develop the 9X8 hypercar for endurance racing, it expected to join the World Endurance Championship in 2022. However, the team decided to forego the first two rounds, at Sebring and this weekend at Spa-Francorchamps, and was planning to debut at the classic Le Mans 24-Hour race in June. However, because it has not participated in the first two rounds, the organisers have said it cannot take part in Le Mans.

Accepting the ruling in a positive way, Peugeot Sport’s Technical Director of the WEC programme, Olivier Jansonnie, said that this would give them team additional time to achieve the necessary level of reliability. “Both operationally and from a reliability perspective, Le Mans is the most difficult race on the calendar. Our planning will enable us to put the full weight of our teams and resources behind our own test sessions, without the disruption of racing at Spa-Francorchamps and Le Mans. We will begin with some shorter races, which will allow us to progressively get up to speed in the championship. Like with our road-going cars when we have to choose between meeting a deadline or focussing on quality, we always prioritise quality,” he explained.

The homologation process
Before a car can enter competition, it must be homologated by the racing authorities. In the case of the new hypercar class, once homologation has been done, the design cannot be modified further until 2025 (except in very particular circumstances governed by strict conditions). Any such modifications will be counted as ‘EVO jokers’, which are limited to just five between 2021 and 2025 – aside from specific force majeure situations such as, for example, when the car’s safety or reliability is compromised.

“Restricting development in this way is important, since it would not be possible to adjust the performance of a car that is subject to constant technical updates through ‘Balance Of Performance’ (BoP) tweaks,” said Jansonnie. ”The homologation process itself consists of a series of milestones. Its schedule and execution are very precisely defined. The process concludes with the submission of a homologation file – describing in minute detail all of the vehicle’s components (with photos and weight measurements) – as well as a wind tunnel test of its aerodynamics and an inspection of the vehicle by the FIA/ACO. After this, its development is ‘frozen’. Its performance parameters are subsequently assessed in order to be able to adjust its power, weight and minimum speed of hybrid energy deployment, which are the key factors in Balance Of Performance.”

Peugeot Sport therefore has a little bit more time before it submits the 9X8 for homologation. A manufacturer judges that its car is ready to be homologated when it believes it has attained the required level of performance and reliability to be eligible for ‘Balance Of Performance’ evaluation. “That means it has the same theoretical chance of winning in the WEC and at the Le Mans 24 Hours as any of its competitors. It accepts from this point that its vehicle will not be able to undergo any further major technical changes until the end of the homologation cycle,” explained Jansonnie.

Initial existence in digital world
Prior to taking to the track for its pre-homologation test sessions, the 9X8 began life as a 51.1GB digital project, made up of 15,267 files stored on a hard drive. Digital advances have opened up a whole new realm of possibilities in motorsport, enabling Peugeot Sport’s engineers to visualise a truly disruptive concept for the new Hypercar – and validate it before manufacturing so much as a single physical component.

The sophistication of modern-day digital software makes it possible to conduct in-depth technological studies while saving significant time, money and resources, and the 9X8 lived an entirely ‘virtual existence’ for some time before finally turning its first wheel on-track. Peugeot Sport’s teams spent two years modelling and simulating it, utilising both existing software – adapted where necessary to suit the project’s specific requirements – as well as computer programs developed entirely in-house from scratch.

“Thanks to all of our software, we can envisage a wide range of dimensions, shapes and materials, and work on the weight of the car in-line with the technical regulations,” said Francois Coudrain, Powertrain Director of the WEC programme. “As with the choice of base concept, being able to take a purely digital approach to trialling systems and components allows us to assess a large number of potential solutions, which would quite simply be impossible to achieve in the real world.”

Digital simulations also allow for customisation where necessary – for example, what material to use around the exhaust outlets. Here, the heat levels are very high, and simulations revealed that the carbon bodywork needed to be either protected or even replaced by aluminium or titanium. Initially highlighted for attention in the design brief, this was corroborated during the simulation phase and then again in the first real-life test session.

From hard drive to racetrack
Following its digital development, the hard drive containing all the technical data of the Peugeot 9X8 provided the basis for the creation of an initial 1:1 scale model for wind tunnel use and, subsequently, a physical race car, whose ongoing development is taking place on the track.

‘9X8’, the designation, is derived from a combination of the brand’s motorsport heritage and vision for the future. The ‘9’ continues the series used by Peugeot on its previous endurance racing cars. The ‘X’ refers to the all-wheel drive technology and hybrid powertrain. The ‘8’ is common across all of Peugeot’s current models – from the 208 and 2008 to the 308, 3008, 508 and 5008.

No rear wing
Unique to the hypercar’s design is the absence of a rear wing – an aerodynamic feature that has long been thought necessary for racing cars. Rear wings were first seen at the 1967 Le Mans 24 Hours on the Chaparral 2F but now, after half a century, the necessity is questioned and the 9X8 has been designed without a rear wing.

“The absence of a rear wing on the Peugeot 9X8 is a major innovative step. We have achieved a degree of aerodynamic efficiency that allows us to do away with this feature. Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!” said Jean-Marc Finot, Senior Vice-President of Stellantis Motorsport (Peugeot is part of the Stellantis Group).

Peugeot HYBRID4 powertrain
The 5-metre long racing car has a rear-mounted, 2.6-litre, bi-turbo, 680-bhp 90-degree V6 as part of the Peugeot HYBRID4 powertrain. The system output gets another 200 kW from the front-mounted 200kW motor-generator unit powered by a high-voltage 900V high-density battery pack.

The battery pack is located in a carbonfibre casing inside the car’s monocoque structure, behind the driver and underneath the fuel tank. It has been designed to combine durability with consistent performance during races of durations of up to 24 hours, and even beyond.

Although the system output is over 500 kW, the regulations set a maximum power output of just 500 kW during races. The regulations also forbid the use of electrical energy below 120 km/h, so the motor generator unit only engages once this speed has been reached. The car must pull away from standstill under the power of its internal combustion engine alone.

At full power, the power output is limited to 300 kW and adjusted as a function of the power delivered by the motor generator unit at 200 kW which is directly dependent on the battery level. When the motor generator unit comes into use, the car automatically switches to 4-wheel drive, thereby modifying its drivability.

When the battery pack is empty, the engine reverts to 500 kW power output and the drivetrain reverts to rear-wheel drive. During races, the battery will be fully charged prior to the start by means of a mains-connected plug-in hybrid charger. Once on the track, the battery will function completely independently and be charged only by the kinetic braking energy recovery system.

Porsche and Penske preparing new LMDh prototype for endurance races from 2023

BRABUS builds an exclusive 888 bhp buggy, only 15 units to be available

BRABUS is well known for taking Mercedes-Benz models and adding its own special engineering to boost performance, while keeping the cars road-legal. Now, for its 45th anniversary, the German company has come out with its first supercar with an in-house developed chassis and buggy-style design.

Called the 900 CRAWLER, it’s strictly an off-roader and cannot be registered for use on public roads. The 900 CRAWLER will be exclusive as only 15 units will be built for sale over the next 3 years. Each unit will be priced from 749,000 euros (about RM3.45 million) ex-factory, with the first 5 delivered this year. Another 5 will be available in 2023, followed by the remained in 2024.

While the 900 CRAWLER uses the Mercedes-Benz G-Class as a starting point, it is almost ‘naked’ as there are no body panels and the buggy-style body and roof are primarily designed to provide shade. The structure, which serves as a roll-cage, is made from high-strength exposed carbonfibre while the underbody panels are made of aluminium and a tough carbon/kevlar composite material.

Extra-wide front and rear wheel arches suitable for the king-sized tyres are integrated into the exposed-carbonfibre bodywork. The roof skin provides not only shade for the occupants but also features integrated air ducts and vents for the riders in the rear seats. Two powerful LED panels are integrated in the roof skin at the front to the left and right of the central air intake. In the dark, they help the main headlights to light up the terrain ahead.

Another special visual feature of the 900 CRAWLER is the bonnet. It has two air intakes at the front and also efficiently vents the air heated by the engine from the engine bay through outlets integrated at the sides.

The chassis is formed using a tubular frame made from high-strength steel, painted the distinctive red colour of the brand. Portal axles at the front and rear provide ground clearance of 530 mm and there are matching height-adjustable special struts with adjustable damping which provide up to 160 mm of spring travel. These give the 900 CRAWLER superior capability over extreme terrain.

The suspension layout raises the position of the engine, transmission, differentials and half-shafts, which requires engineering special wheel ends with integral portal gearbox to compensate for this height difference in driving the wheels. All special components required for this are milled from solid pieces of high-strength aluminium.

The huge off-road tyres also play a role in the tremendous ground. Sized 40 x 13.50 R 20, they are mounted on 9.5Jx20 BRABUS Monoblock HD PLATINUM EDITION forged wheels. To handle the enormous loads generated during off-road driving, the wheels are manufactured with an 8-hole bolt pattern to match the portal axles. A fifth, identical complete wheel is mounted as a spare at the rear.

To take the 900 CRAWLER over the toughest terrain is company’s most powerful powerplant. This is the ROCKET 900 V8 twin-turbo 4.5-litre engine with a peak output of 888 bhp and a peak torque of 1,250 Nm. The output is sent to the wheels through a 9-speed transmission and permanent all-wheel drive system. Though weighing 2,065 kgs, the 900 CRAWLER is claimed to be able to go from 0 to 100 km/h in 3.5 seconds but for safety, especially with the off-road tyres, the maximum speed is electronically limited to 160 km/h.

Unlike most other BRABUS models which have luxurious premium and generously padded interiors, the interior of the 900 CRAWLER is more functionally oriented with a rugged theme. To provide contrast to the dominant carbon, the seat padding of the 4 racing seats are covered with bright red Silvertex fabric. Also used in the BRABUS Marine high-performance boats, this fabric is designed to be extremely resistant to dust and water as well as the effects of the sun.

In addition, the cockpit has been specially designed taking into consideration the needs of off-road travellers. It includes a modern intercom system for driver and passengers as well as a GPS-based off-road navigation system that is used by desert rally teams. The bracket for the GPS navigation system positioned in front of the co-driver sports that same colour. BRABUS optionally also supplies individually compiled map data for the area where the particular CRAWLER buyer operates the vehicle.

Like other BRABUS models, there are red anodized parts such as the pedals and the driver footrest as well as elements such as the switches with red glazing to match the red highlights.

The other side of the BRABUS business – armoured SUVs

F1: Preview & Provisional Starting Grid of 2022 Miami Grand Prix

Race starts at 3:30 pm in Miami on Sunday/3:30 am on Monday in Malaysia

In its quest to grow interest in America, Formula 1 has been actively looking for new venues to hold races. It has been helped by the Netflix series, Drive to Survive, which has been giving audiences worldwide a behind-the-scenes look at the sport so Americans are more familiar with the championship. There have been F1 races before and Miami will be the 11th location in the USA. The other circuits have been at Riverside, Sebring, Watkins Glen, Long Beach, Las Vegas, Detroit, Dallas, Phoenix, Indianapolis and the Circuit of the Americas (Texas).

While the Indianapolis 500 was a part of the World Drivers’ Championship between 1950 and 1960, the first F1 race in America was in Florida in 1959 at Sebring. Miami has never had F1 races before, it has had Grand Prix (not F1) racing in 1983 and 1984. They were not really successful and promoters went back to putting their money into more locally-flavoured motorsports like the IMSA and NASCAR series which the American audience could identify with. But with Formula 1 now having American ownership, there is strong support to push F1 to higher levels.

This year, the city gets a F1 race and although the original idea was to have the track near the water (like Monaco), that has not been possible and a specially-constructed 5.4-km track has been constructed around the Hard Rock Stadium in Miami Gardens. The new complex is known as the Miami International Autodrome and just a couple of months ago, residents were trying to stop the race as they felt the noise would be too great. However, they lost the court case and so the event can go ahead.

Miami will present a new challenge for all the drivers and teams as the circuit is brand new. There is no data from previous races to refer to, so that will be an equalizer. There are 19 corners, most of them low and high-speed corners but not very many in the mid-range. There are also several long straights and three DRS zones. The contrasting demands of the high and low speed ends, and the two long straights should pose a set-up dilemma.

“We are basically going blind into the race, and I think most people are in the same boat as us. For qualifying, we had more of an idea but things can change very quickly with the weather around here. There isn’t much grip off the racing line on this track and it feels very gravely out there too. It is a shame because I think racing will be hard due to that. Saying that, I think it is going to be an interesting race because all of us don’t know exactly where we are!” said Oracle Red Bull Racing’s Sergio Perez.

Because this is a brand new track, the surface is also fresh and to ensure that there is good grip for the tyres, the composition has a high amount of limestone (not normally found on other circuits). The drivers have noticed its unusual characteristic and it seems to be doing its job so far with no on complaining.

“The brand new surface is likely to lead to a high degree of track evolution, especially at the start of the weekend, with the Porsche Challenge and W Series as support events. The weather could be unpredictable, with ambient temperatures of around 20 degrees and quite a high risk of rain and wind on the Florida coast at this time of year,” said Mario Isola, Pirelli’s Motorsport Director.

“The track has some similarities to Jeddah, although there are some parts that are slower and more technical than in Saudi Arabia (especially the section from Turns 11 to 16). The rest is a very quick layout, running anti-clockwise, which puts the emphasis on the tyres on the right-hand side of the car. We’re expecting the usual rapid track evolution and a smooth surface with the new asphalt, but the track has been jet-washed at high pressure, which means that it should offer quite good grip from the beginning,” Isola explained.

“Because it’s a fast track the cars are likely to run a low to medium downforce set-up, which could lead to a bit of sliding in the high-speed corners on the hard compounds in particular. For any new track our choice tends to be on the conservative side, so it will be interest to confront the simulations with real data,” he said.

Without past data, Pirelli has had to rely on simulation data to come up with the tyre nominations. It has chosen three tyres in the middle of the range: P Zero White hard is the C2, P Zero Yellow medium is the C3, and P Zero Red soft is the C4. This combination is the most commonly-used one all year, and also the most versatile.

The fact there are three long straights each with DRS zones and each leading into slow corners, means there are good overtaking opportunities. Turn 11 and Turn 17 will likely be the key places to watch out for. But the track is also quite narrow in some places, compared to permanent tracks. While this does make it harder to race side-by-side, it may prove important in terms of strategy and the opportunity to make places because cars and debris will be harder to clear. The likelihood of a Safety Car or Virtual Safety Car is high.

“Expectations can be very different to reality and wheel-to-wheel racing isn’t something we can simulate in our pre-race preparations, so we’ll have to wait and see how things progress over the race weekend,” said Mercedes-AMG’s Toto Wolff.

The BWT Alpine F1 Team was missing one driver – Esteban Ocon – during Qualifying as he had a bad crash in FP3 and the car was too damaged to be repaired in time. However, he will start the race from the pitlane.

*The cornering speed and gears that will be used by the Mercedes-AMG PETRONAS Team drivers.*

Like Pirelli, the Brembo people who supply brake systems also don’t have any data to work with. According to Brembo technicians, the Miami circuit will have a medium level of difficulty for brakes. Although there are 19 turns, the drivers only have to really use the brakes in 4 places around the track. However, 3 of those 4 braking moments are extremely demanding: in those sections, the drops in speed exceed 200 km/h, the braking distance 115 metres and the braking time is just 2.4 seconds.

will.i.am to reveal one-off Mercedes-AMG sportscar at Miami F1 Grand Prix this weekend

Volkswagen’s design boss wants to know what you think of a pick-up version of the ID. Buzz

Developing new car designs is a challenge as the designers have to anticipate trends and look ahead to market needs. They may have new ideas and features, but how will car-buyers respond? To get an idea of how people feel, concept cars are built and displayed to show proposed designs so feedback can be collected. From what they learn, they can know what appeals and what doesn’t and create a winner with the next new model.

These days, it’s not necessary to spend money making a concept model as digital renderings can provide very realistic representations. Furthermore, it’s not even necessary to display the cars in physical form (though it is still done at motorshows to draw crowds). There is now social media – Facebook, Instagram, Twitter – where millions of consumers can be reached and their opinions collected.

Recently, during World Design Day, Volkswagen Group Design boss Klaus Zyciora posted just one image of an idea on his Instagram page (and also the Volkswagen Group’s) and wrote: “On the way from an idea to production, there are a lot of unseen design drafts made – like this one: An #IDBuzz pick-up! What do you think about it?”. His post immediately went global and his team must still be going through all the comments posted.

The pick-up derivative of the just-launched ID. Buzz, the 21^st century electric successor to the iconic Transporter/Kombi, is just a proposal. The design is not based on the production ID. Buzz but draws more on the original concept of the model that was first shown in 2017.

2022 Volkswagen ID.Buzz — *ID. Buzz BEV (battery-electric vehicle) which will go on sale in Europe later this year.*

*The new Amarok undergoing testing. It is more of a workhorse type of pick-up whereas the proposal for the ID. Buzz variant would be towards lifestyle activities and usage.*

It would undoubtedly sit on the Volkswagen Group’s MEB platform for electric vehicles which has been developed to accept many bodystyles. In fact, even before the ID. Buzz goes on sale in Europe later this year, the carmaker has said that work is being done on a ‘California Camper’ version (shown below) as well as an autonomous variant for ride-sharing operators. Both are expected to enter the market in 2025.

Volkswagen already has a new generation of the Amarok pick-up truck on the way, with a battery-electric version likely to appear in the second half of the decade. The Amarok is a workhorse vehicle and Volkswagen may see some potential in the lifestyle segment where it can offer this ID. Buzz pick-up.

Volkswagen’s designers have always been thinking of a modern pick-up based on the Transporter. This was one idea which was displayed at the carmaker’s Autostadt exhibition complex in Germany in 2006.

Clearly, it is not being conceived as a workhorse and would be aimed at customers who want to take along their activity gear like bikes or surfboards, just like the original Transporter (except the surfboards went on the roof).

Many of the styling elements would be just ideas for now so it’s hard to say how the final product could look like but the proportions of the 4-door cabin and short rear deck will probably be adopted. Below the doors appears to be integrated side-steps which could also make it to production as they suit the overall design well.

*Volkswagen has produced a pick-up version of the Transporter/Kombi for decades.*

The idea of a pick-up variant of a van is not new to Volkswagen as previous Transporter generations did have such a variant. Like the MEB platform, the original platform for the Beetle was also versatile enough for different bodystyles. One of them, known as the ‘Doppelkabine’, may eventually be regarded as the grandfather of the ID. Buzz pick-up if it does make it to the showrooms in future.

If you would like Volkswagen ‘s design head to know what you think about the pick-up concept, click here to post your comments on his Instagram page.

Proton badly affected by chip shortage, cumulative sales 25% lower than 2021

Demand is high but Proton, like most other carmakers, cannot complete its new vehicles at the factory because crucial components are in short supply. These are the microchips which are in the many electronic systems that modern cars have; just one item not available and the vehicle cannot be completed. This situation has been ongoing since last year and has limited the number of vehicles Proton can deliver, resulting in customers having to wait longer.

The chart below shows the effects of the shortage as each month this year has seen less deliveries than the same month in 2021. By right, the numbers should be accelerating as there is strong demand but Proton can only report what it delivers, not what is in its order bank.

The carmaker reported 8,829 units (including exports) for the month of April, a decrease of 32.2% compared to the month before and 41.1% less than what was reported in April 2021. This volume is estimated to be a 15.6% share of the Total Industry Volume (TIV) in April and cumulatively for the first four months of 2022, the market share should be around 17%.

Long waiting list
Commenting on the situation, Roslan Abdullah, CEO of Proton Edar, said: “After two years of pandemic-affected sales, Malaysia’s automotive market continues to show strong growth potential in 2022, as evidenced by the long waiting list for new car deliveries. Proton is also trying to catch up to market demand, but we also must acknowledge being the most affected by chip supply issues.”

“Thankfully for our customers, we have secured our supply of chips for May and June and are projecting a quick turnaround in the coming months. The situation is still uncertain for the rest of the year and the global car industry is under pressure from rising costs, but the company is working on countermeasures against these issues to ensure our customers get the best products and value in Malaysia and abroad,” he explained.

Saga remains bestseller
The Saga continued to be the bestselling Proton in April and no doubt will get a boost in demand when the updated model is launched later this month. The two SUVs – the X50 and X70 – also remain very popular with 1,554 units and 1,530 units delivered, respectively. The evergreen Exora is still tops in the MPV C-segment with its unbeatable value-for-money.

The supply situation also affects exports and in April, 456 units were sent overseas. These brought the total export volume for 2022 to 1,573 units, which is 109.7% higher than for the same period in 2021. At present, Pakistan is the biggest export market for Proton, having taken 1.050 units, followed by Egypt (172 units) and Brunei (138 units).

Proton’s new Gallery of Inspiration shows carmaker’s past, present and future

BFGoodrich Advantage Touring for sedans, pick-ups, MPVs, and SUVs

These days, the line between road-going vehicles and off-road vehicles is a bit blurred. Modern SUVs and crossovers can cruise on highways comfortably at high speeds and also go off the highway onto rough terrain. Actually, if the trail is not muddy or too rocky, almost any type of vehicle can be used as long as there is enough ground clearance and the driver is careful.

This being the case, tyres too should have broader applications and the new BFGoodrich Advantage Touring offers such capability. According to Michelin Malaysia, which distributes BFGoodrich tyres as well, the Advantage Touring is positioned as one simple tyre line to cover sedan, pick-up, MPV, and SUV fitments.

Essentially on ‘on-road’ tyre, it is designed to be used on any road drivers may want to take. “The BFGoodrich Advantage Touring targets active-lifestyle drivers who want the best value for their money and demand confident control for urban adventure. This newly launched tyre stands out with its extensive size offerings, as well as improved performance and aesthetics,” said Oliver Biggart, Managing Director of Michelin Malaysia.

Various features address the expectations of drivers of different types of vehicles in different conditions. For example, the asymmetric, non-directional tread pattern with computer-optimized footprint reduces interior cabin noise so there’s a quieter journey on the highway. The dynamic and simplified tread design also looks good for those who want something sporty and stylish to complement their vehicle’s looks.

Of course, performance is also important and with its 150 years of experience in making tyres, BFGoodrich knows a lot about engineering the Advantage Touring to give good handling and braking in all conditions. The asymmetric tread design has rigid tread blocks and a shoulder that enhance handling responsiveness and control. The tread blocks are large and have deep grooves that are claimed to deliver superior braking performance in both wet and dry road conditions.

An interlocking band technology reduces friction and heat, which helps in reducing fuel consumption. Tyre life can also be improved with the optimized contact patch specifically designed for markets with severe heat conditions.

The Advantage Touring is available in sizes to cover more than 85% of the market in the 13-inch to 20-inch range, with a total of 67 dimensions. Depending on the tyre size, the speed ratings are H, T or V. Priced from RM200 to RM900, each new tyre purchased from an authorised dealer comes with a 6-year manufacturer’s warranty as well.

Michelin Malaysia introduces BFGoodrich Trail-Terrain T/A tyre for SUVs and pick-up trucks

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Peugeot Sport’s 9X8 hypercar won’t be in Le Mans race, to debut later in 2022 WEC season

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