Technology deep dives, trackside insights, scorching heat, pictures, memories, and a spectacular race that saw the season's points leader crash early and later return to the track, highlighted the last Speed2Design event of the 2012 IndyCar season.
That's what five lucky engineers took home after three days here, Sept. 13-15, part of a season-long program from Littelfuse designed to get engineers talking to engineers about some of the most advanced vehicles on the planet. During five race events, about two dozen engineers got a chance to spend time in the pits and in the garages, chatting with engineers from KV Racing Technology (sponsored by Mouser, Littelfuse, and other technology companies), watching practice and qualifying, and getting up close and personal insights on bleeding-edge automotive technology.
Click on the image below to see some outtakes from the program's stop in Fontana, Calif., for the MAVTV 500, Sept. 14-15, 2012.
Tony Kanaan's No. 11 IndyCar gets towed out to pit row on qualification day. The cars cost a little more than $1 million, and the team budget for a year is roughly $7 million. By comparison, Formula One teams spend about $400 million a year racing.
What it sounded like
The MAVTV 500 was the last of the 16-event IndyCar 2012 season. The Littelfuse-sponsored Tony Kanaan No. 11 car led for several laps during the race, but Kanaan spun out with eight laps remaining and finished 18th. Ed Carpenter won the race, which started with track temperatures around 125F. Kanaan, 37, finished ninth overall for the season with KV Racing Technology engineering supporting him. Ryan Hunter-Reay took the season points championship. Here's a short clip of what it looked and sounded like:
Learn more about the Littelfuse Speed2Design program here.
Fast cars and lots of engine noise. That's fun for me. Of course, that used to be my commute to work.
The challenges of these cars are really interesting. One thing that people may not be aware of is that the car companies and engineering firms use racing to test ideas. If it wokrs under the stress of racing it will probably work on your car at home.
Engineers at Fuel Cell Energy have found a way to take advantage of a side reaction, unique to their carbonate fuel cell that has nothing to do with energy production, as a potential, cost-effective solution to capturing carbon from fossil fuel power plants.
This is part one of an article discussing the University of Washington’s nationally ranked FSAE electric car (eCar) and combustible car (cCar). Stay tuned for part two, tomorrow, which will discuss the four unique PCBs used in both the eCar and cCars.
Researchers working with additive manufacturing have said multimaterial techniques will allow industry “to fabricate materials with combinations of density, strength, and thermal expansion that do not exist [yet].”
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