photos 1–1000
⚡2014 LMR1
L5.00W2.20H1.00M450 • Cₓ0.2 • 2MW, 12,620Nm, 12kHz, η>99%
EVBM18kg Li₂O₂ 40M୧ 720MJ • 794kph • 0-100kph→0.5s 5.665g₀
The first fan car ever built was the 1970 C2J. On the chassis' sides bottom edges there were ground-sealing articulated skirts, a technology that would later appear in the 1978 BT46B. At the rear of the C2J were housed 2 MBT engine fans driven by a single 2S2C engine. The C2J had a Lexan skirt extending to the ground on both sides, laterally on the back and from just aft of the front wheels; it was integrated with the suspension system so the skirt bottom would maintain a distance of 1" from the ground regardless of g-forces or anomalies in the road surface, thereby providing a zone within which the fans could create a partial vacuum which would provide 1.25–1.5g₀ of downforce on the fully loaded car, creating the same levels of low pressure under the car at all speeds and giving the "sucker car" much greater grip and maneuverability. Similarly, the conveyed air under the floor of the ⚡2014 AWID+S æ-car is drawn out by the fan at the rear end, generating an extremely effective downforce regardless of the vehicle's current speed and preventing any undesirable porpoising. Since this car relies mainly on such downforce for cornering, aerodynamics can be more streamlined, reducing the downforce needed from Venturi effect. As a result the drag forces are greatly reduced, raising the top speed considerably and offering a driving behaviour that is less affected by current speed. The difference in the way downforce is generated between conventional Venturi cars and fan cars is influenced by the difference in the speed variations when the downforce is applied on each of these cars: they are similar in high speed corners, but in chicanes and low speed corners, fan cars are significantly faster. The ⚡2014 adopts the fully adjustable Rimac AWTVS, controlling the torque received by each wheel 100×s for maximum cornering performance as well as optimum acceleration and braking on all road conditions. This car is capable of sustaining prolonged +9g₀ maneuvers, thus it is recommended to wear a g-suit in order to prevent g-LOC.
NOTES
Pₘₐₓ = Fₓ vₘₐₓ = 2⁻¹ Cₓ A ρ vₘₐₓ³ → vₘₐₓ = ∛(2Pₘₐₓ Cₓ⁻¹ A⁻¹ ρ⁻¹) ≅ 793.8 km/h (v, speed in m/s; P, power; Fₓ, drag; Cₓ, drag coefficient; A, frontal area ≅ 1.5 m²; ρ, air density ≅ 1.225 Kg/m³). Actual performance would depend on various factors, including aerodynamics, traction, and mechanical limitations. In this simplified model, v primarily depends on P and Cₓ rather than on M, and vₘₐₓ remains the same even with a slightly higher OAM.
REFERENCES
D.A. Vincenzi & al. 2024: Human factors in simulation & training.
M. Ghafarian & al. 2023: Dynamic Vehicular Motion Simulators.
T. Li 2023: Vehicle-tire-road dynamics.
M. Szudarek & al. 2022: Fan-driven downforce for road cars.
J.Y. Wong 2022: Ground vehicle theory.
G. Rill & A.A. Castro 2020: Road vehicle dynamics.
J. Katz 2019: Aerodynamics in motorsports.
O.H. Ehirim & al. 2018: Ground-effect diffuser review.
O.H. Ehirim 2017: Ground-effect diffuser aerodynamics.
G. Genta & A. Genta 2017: Road vehicle dynamics.
T.C. Schuetz 2016: Road vehicle aerodynamics.
T.Y. Obidi 2014: Ground vehicle aerodynamics.
F. Zhang & al. 2014: Flexible HV ITSC G-based UHED-PM.
Ü. Özgüner & al. 2011: Autonomous ground vehicles.
L. Chenguang & al. 2010: G-based UHED SC.
G. Girishkumar & al. 2010: Li−Air battery.
B. Kumar & J. Kumar 2010: Cathodes for SS Li–O cells.
J. Katz 2006: Race cars aerodynamics.
W.F. Milliken & D.L. Milliken 1995: Race car vehicle dynamics.
⚡ · η · R-EVB · Li-S · Li₂O₂ · RSA · FC · FFPO-B · NO-T2025 · SS107 · 2025F1 · RS2027 · LM2030 · Dieselgate→VW IDR · NFP · NPC · G5 · LMCFR · MNFR · TST40 · STLR · WPT · CVR · WTF · EDR · LNG2K · BEVᵥₛHEV · FCEV · MSCGNWQB · NET · PM · Ubitricity · IM Vision · F1 2021 · Drako GTE · OWL · Fulminea · T50S · Vayanne · VGT · TP
⚡2014 LMR1
L5.00W2.20H1.00M450 • Cₓ0.2 • 2MW, 12,620Nm, 12kHz, η>99%
EVBM18kg Li₂O₂ 40M୧ 720MJ • 794kph • 0-100kph→0.5s 5.665g₀
The first fan car ever built was the 1970 C2J. On the chassis' sides bottom edges there were ground-sealing articulated skirts, a technology that would later appear in the 1978 BT46B. At the rear of the C2J were housed 2 MBT engine fans driven by a single 2S2C engine. The C2J had a Lexan skirt extending to the ground on both sides, laterally on the back and from just aft of the front wheels; it was integrated with the suspension system so the skirt bottom would maintain a distance of 1" from the ground regardless of g-forces or anomalies in the road surface, thereby providing a zone within which the fans could create a partial vacuum which would provide 1.25–1.5g₀ of downforce on the fully loaded car, creating the same levels of low pressure under the car at all speeds and giving the "sucker car" much greater grip and maneuverability. Similarly, the conveyed air under the floor of the ⚡2014 AWID+S æ-car is drawn out by the fan at the rear end, generating an extremely effective downforce regardless of the vehicle's current speed and preventing any undesirable porpoising. Since this car relies mainly on such downforce for cornering, aerodynamics can be more streamlined, reducing the downforce needed from Venturi effect. As a result the drag forces are greatly reduced, raising the top speed considerably and offering a driving behaviour that is less affected by current speed. The difference in the way downforce is generated between conventional Venturi cars and fan cars is influenced by the difference in the speed variations when the downforce is applied on each of these cars: they are similar in high speed corners, but in chicanes and low speed corners, fan cars are significantly faster. The ⚡2014 adopts the fully adjustable Rimac AWTVS, controlling the torque received by each wheel 100×s for maximum cornering performance as well as optimum acceleration and braking on all road conditions. This car is capable of sustaining prolonged +9g₀ maneuvers, thus it is recommended to wear a g-suit in order to prevent g-LOC.
NOTES
Pₘₐₓ = Fₓ vₘₐₓ = 2⁻¹ Cₓ A ρ vₘₐₓ³ → vₘₐₓ = ∛(2Pₘₐₓ Cₓ⁻¹ A⁻¹ ρ⁻¹) ≅ 793.8 km/h (v, speed in m/s; P, power; Fₓ, drag; Cₓ, drag coefficient; A, frontal area ≅ 1.5 m²; ρ, air density ≅ 1.225 Kg/m³). Actual performance would depend on various factors, including aerodynamics, traction, and mechanical limitations. In this simplified model, v primarily depends on P and Cₓ rather than on M, and vₘₐₓ remains the same even with a slightly higher OAM.
REFERENCES
D.A. Vincenzi & al. 2024: Human factors in simulation & training.
M. Ghafarian & al. 2023: Dynamic Vehicular Motion Simulators.
T. Li 2023: Vehicle-tire-road dynamics.
M. Szudarek & al. 2022: Fan-driven downforce for road cars.
J.Y. Wong 2022: Ground vehicle theory.
G. Rill & A.A. Castro 2020: Road vehicle dynamics.
J. Katz 2019: Aerodynamics in motorsports.
O.H. Ehirim & al. 2018: Ground-effect diffuser review.
O.H. Ehirim 2017: Ground-effect diffuser aerodynamics.
G. Genta & A. Genta 2017: Road vehicle dynamics.
T.C. Schuetz 2016: Road vehicle aerodynamics.
T.Y. Obidi 2014: Ground vehicle aerodynamics.
F. Zhang & al. 2014: Flexible HV ITSC G-based UHED-PM.
Ü. Özgüner & al. 2011: Autonomous ground vehicles.
L. Chenguang & al. 2010: G-based UHED SC.
G. Girishkumar & al. 2010: Li−Air battery.
B. Kumar & J. Kumar 2010: Cathodes for SS Li–O cells.
J. Katz 2006: Race cars aerodynamics.
W.F. Milliken & D.L. Milliken 1995: Race car vehicle dynamics.
⚡ · η · R-EVB · Li-S · Li₂O₂ · RSA · FC · FFPO-B · NO-T2025 · SS107 · 2025F1 · RS2027 · LM2030 · Dieselgate→VW IDR · NFP · NPC · G5 · LMCFR · MNFR · TST40 · STLR · WPT · CVR · WTF · EDR · LNG2K · BEVᵥₛHEV · FCEV · MSCGNWQB · NET · PM · Ubitricity · IM Vision · F1 2021 · Drako GTE · OWL · Fulminea · T50S · Vayanne · VGT · TP