|Type:||4 cylinder 1.6-litre Nissan DIG-T (Direct Injection Gasoline-Turbo)|
|Maximum Power Output:||300bhp at 7400 rpm|
|Maximum Torque Output:||310Nm constant from 4000 to 6750rpm|
|Throttle Body:||Diameter 50mm from Nissan 1.6-litre normally aspirated Juke engine|
|Cylinder Bore:||Linerless with spray coating, as used in Nissan performance engines and future downsized road car engines|
|Cylinder Head:||High flow tumble port similar to road car DIG-T engines, a Nissan Pure Drive technology|
|Cam Shaft:||Features diamond-like coating and nano finish, both Nissan Pure Drive technology|
|Water Pump:||Electrically powered on DeltaWing, Nissan road cars will adopt electric water pumps to improve fuel efficiency in future|
|Cylinder Block weight:||15kg|
|Oil sump:||Machined from Aluminium billet for light weight and to reduce engine height for installation|
|Fuel type:||Le Mans Shell E10 petro 98RON|
|Exhaust system:||Inconel 4 into 1 exhaust with external wastegate|
|Clutch:||2 plate carbon. 4.5”|
|Shift System:||Electrically actuated direct barrel rotation paddle shift|
|Crown wheel and pinion:||Planetary final driver potentially featuring efficient torque vectoring differential technology|
|Drive shafts:||Equal length tripod-jointed half shafts|
|Chassis type:||FIA homologated carbon fibre monocoupe|
|Front suspension:||Double-wishbone, unequal length, with coil over shock units to lower wishbones. 4130 heat-treated thin wall tubular steel welded construction|
|Rear suspension:||Double-wishbone, unequal length, with pushrod/rocker actuation of coil over shock units. Motion ratio discriminiation between heave and roll via fulcrum arm on rear anti roll bar axis|
|Dampers:||Coil over hydraulic dampers|
|Anti-roll bars:||Torsion bar (rear). No front anti-roll bar|
|Steering:||Bevel quadrant steering box without power assist. Rear axle torque vectoring functionality will not be used in race mode|
|Fuel tank||FIA-specification gasoline fuel cell|
|Brakes:||Vented PFC Carbon/Carbon discs with 4-pot aluminium monoblock calipers|
|Brake bias:||40% torque bias front|
|Brake||Ventilated uprights/air cooled|
|Front brake size:||280mm diameter, 18mm thick|
|Rear brake size:||320mm diameter, 25mm thick|
|Wheels:||Forged magnesium 1 piece|
|Front wheel size:||15” diameter, 4” wide|
|Rear wheel size:||15” diameter, 12.5” wide|
|Front tyres:||10/31/15 Michelin|
|Rear tyres:||310/620/15 Michelin|
WEIGHTS & DIMENSIONS
|Weight:||475kg without fuel or driver, 575kg with fuel and driver|
|Weight distribution (front/rear)||28/72|
|Track width (front)||0.6m|
|Track width (rear)||1.74m|
|Minimum ground clearance (front/rear)||30mm/60mm|
|Fuel tank capacity:||40 litres|
|Tub and body panels:||Carbon composite|
|Aerodynamics:||Twin vortex underbody downforce system – BLAT (Boundary Layer Adhesion Technology)|
|Centre of pressure:||25% front, 75% rear|
|Coefficient of drag:||0.35|
|Fuel consumption:||Estimated 230-250gm/kwh|
- Engine and transmission are “non-stressed members” in the chassis structural design which allows the installation of a wide variety of lightweight powertrains.
- The car features a 4 cylinder 1600cc liquid intercooled turbocharged engine that will produce approximately 300 horsepower at 8,000 rpm and weigh 70kg.
- Transmission is a 5 speed plus reverse longitudinal design with electrical sequential paddle shift actuation. The differential features an efficient variable torque steer/differential speed-controlled planetary final drive reduction layout with the entire transmission weighing only 33kg.
- Vehicle weight distribution is necessarily more rearward than traditionally seen with 72.5% of the mass between the wide track larger rear tires.
- 76% of the aerodynamic downforce acts on the rear of the car which has a lift to drag ratio of >5.0.
- Rear wheel drive coupled with the rearward weight and aerodynamic distributions greatly enhances inline acceleration capability.
- Unique amongst today’s racing cars, more than 50% of the vehicle’s braking force is generated behind the center of gravity giving a dynamically stable response.
- Locking propensity of the un-laden front wheel at corner entry is greatly reduced due to virtually no lateral load transfer with the narrow front track/wide rear track layout, steered wheel “scrub drag” moment is virtually zero greatly increasing tire utilization and reducing mid turn understeer.
- Advanced computer modeling of structures, impact energy management, aerodynamics, vehicle dynamics and tires has been used to develop the DeltaWing design.
- Driver position, restraint layout and energy absorbing structures designed to meet the latest occupant survival criteria.