Thanks to decades of racing evolution, machines are far more reliable and now can easily go the distance of even the most grueling races. Acura’s engineering A-Team has pushed vehicle reliability even further. “The cars are so good these days that races are now won mostly by strategy,” said Team Penske driver Ricky Taylor, who drives the #7 Acura with teammates Helio Castroneves and Alexander Rossi.
Stay in the know with our Transportation newsletter. Sign up here !For Acura, the success of their race cars can be traced to the components and engineering in the famously reliable road cars made for decades by its parent company, Honda, and specifically the Acura NSX supercar. The low-slung, $150,000 hybrid road rocket, which can hit 60 mph in 2.7 seconds on the way to a top speed of 191 mph, has delivered essentially bulletproof reliability in its five years on the road. It’s the Honda of supercars.
While the NSX has been significantly enhanced for racing performance, the GT3 Evo race cars fielded by Meyer Shank Racing is in some ways a “dumbed-down” version of its street counterpart, without the high-tech hybrid, all-wheel-drive system that contributes to the NSX’s status as a supercar.The GT3 engine, according to Acura, is a direct carryover from the one in the production car, with few modifications. The electric motors that give the NSX its uniquely advanced AWD capability have been removed. (Regulations in the WeatherTech SportsCar Championship stipulate rear-drive only and don’t allow hybrid engines.) Also, at the Anna, Ohio, factory, a few holes are drilled into the block of the 3.5-liter, twin turbo race engine for an element unnecessary in the hybrid version—an alternator, to supply electricity to the car’s onboard systems.
On Wednesday, Ferrari unveiled the plug-in hybrid electric that, thanks to a battery, is the most powerful production vehicle ever to roll out of Maranello .Alex Davies covers autonomous vehicles and other transportation machines for WIRED.The two-seat, midengine supercar combines a V-8 engine with three electric motors drawing power from a 7.9-kWh battery to generate 986 horsepower and 560 pound-feet of torque.
The reliability and longevity of the engine are essential to its success, says Meyer Shank team owner Mike Shank. “The cool thing about this car that the engine rolls off the assembly line in Ohio, has a couple of little outside machining bits done to it and the computer reflashed, then we stick it straight in the racecar,” he says. “Then it runs 10,000 miles. It’ll stay in the car until we get about halfway through the season, running at race speeds almost constantly. But we don’t have to worry about the engine.”
Now five seasons old , Formula E is meant to utilize racing —long a rolling laboratory for automotive development, yielding advancements like antilock brakes, traction control, and dual-clutch transmissions—to help EV manufacturers and suppliers like BMW, Nissan, Audi, Panasonic, Mahindra, and Jaguar move their battery-powered products forward .
The GT3, developed by Acura Motorsports and Honda Performance Development (HPD), won the championship in its class for Meyer Shank Racing last year. While the engine is barely changed, the cars themselves are much looser interpretations of the production NSX,, and the insides look more like a science fair project than a production NSX. The GT3 uses the same space frame chassis as the NSX, but beyond that, it’s all racecar.