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  1. #11
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    Mainly more side impact protect. Better cockpit intrusion protection, even the new FIA strutures have gaps, that fence post would go thru'. They should be using stronger glass. Crash test for each model.

    I would bet that The NASCAR Car of Tomorrow side impact protection Impaxx foam structures could be fitted to most rally cars. Fairly low tech and relatively cheap.
    http://automotive.dow.com/automotive...arpresskit.htm

    IMPAXX foam is designed to absorb and attenuate energy in a crash. The energy of the impact is managed through a series of controlled reactions within the foam. The result is a controlled release of energy, allowing forces to be better spread throughout the vehicle from the time of impact to the end of the crash sequence.

    While safety was the primary driver in the move to the Car of Tomorrow, efficiency of use is another important factor, and one in which IMPAXX foam also contributes. The material benefits from a well-tested and flexible manufacturing process that adds greatly to its ease of adaptability for specific NASCAR use, therefore making the solution very cost efficient.

    Just as in mass production passenger vehicle use, IMPAXX foam benefits also include:
    Being up to 50% lighter than comparable energy absorption materials and 30% more efficient

    Consistent performance at temperature extremes

    Great flexibility in fitting into pre-determined spaces, as it can be cut and shaped into any form and size

    Fast and efficient production methods enable great reliability in supply

    http://automotive.dow.com/automotive.../20070122a.htm

    Just look at F1 this year. Coulthard and Wurz crashed into each other. Thought it was abit too scary, and have now pushed through a safety upgrade for next year. Ever heard that happening in the WRC.

    The FIA have been very slow to push changes thru'. Much of the research into side impact protection came after Audi and Mercedes worked together after Keith Odor's fatal crash about ten years ago. Much of what was learned went into DTM years over five years ago. Even V8 Supercars this year have moved the driver seat away from the door and improved the side impact structures. There hasn't been a major upgrade in side impact structures in Rallying for a long time. Hope this is only the first new chapter of improved safety in rallying.

    Gabriel
    'Heroes don't die, they just move on to the next stage.' CMac Forever

  2. #12
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    You have some interesting inputs bt52b, although I do not completely agree with you that the safety in rallying have not developed during the last few years. Take the hans-system for one example. One shouldn´t forget either that focus(sic!) have been on protecting the public watching the rallies, since this was very bad until only a few years ago. I remeber in 2000 when we walked back from stages in sweden, on the road, just jumping in the ditch when the next car came by.
    One should also remember that circuit-racing cars are more likely to have some severe damages in case of an accident due to other cars. I have no doubt that FIA is trying to implement a high level of safety, regardles of which kind of motorsport we are discussing. Tha costs from severe accidents can be very high, not only because thay may turn fatal, but because it gives our sport very bad credit, and costs a fortune.
    Another problem with rally cars, where you have two persons, compared to circuit-racing, is that no matter what you only have about a decimeter to absorb the energy. In a circuit car you often have the driver in the middle; that makes energyabsorbing a whole lot easier.
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  3. #13
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    Maybe it can protect the driver and co-driver from incidents like this...

    http://www.youtube.com/watch?v=ukXDcxCSMKc
    Marco Simoncelli 1987-2011

  4. #14
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    Quote Originally Posted by Magnus
    You have some interesting inputs bt52b, although I do not completely agree with you that the safety in rallying have not developed during the last few years. Take the hans-system for one example. One shouldn´t forget either that focus(sic!) have been on protecting the public watching the rallies, since this was very bad until only a few years ago. I remeber in 2000 when we walked back from stages in sweden, on the road, just jumping in the ditch when the next car came by.
    One should also remember that circuit-racing cars are more likely to have some severe damages in case of an accident due to other cars. I have no doubt that FIA is trying to implement a high level of safety, regardles of which kind of motorsport we are discussing. Tha costs from severe accidents can be very high, not only because thay may turn fatal, but because it gives our sport very bad credit, and costs a fortune.
    Another problem with rally cars, where you have two persons, compared to circuit-racing, is that no matter what you only have about a decimeter to absorb the energy. In a circuit car you often have the driver in the middle; that makes energyabsorbing a whole lot easier.
    Compare WRC and rallycar design to DTM, NASCAR and V8 Supercar, none is perfect, but better rallycar cockpit protection is lacking for along time.

    Racing saloons need better side protection mainly because of the risk of side impact collisions from other cars. Rallycar can suffer them impacts on stage from a following competitor, plus the risk of trees and lamp post.

    The basic concept of moving the seats in towrds the centre and backwards a bit has been around for some time. Few have tried to do this in rally cars. Not great for driving position, but a bit safer.

    Having the problem of two seats in a rally car makes it harder to deal with, but the more they the push technology in this area, the more it should have direct impacts on road car safety, which would be good thing all round.

    The really strange thing about the FIA announcement is that there is no mention of Super Touring, GT or any race cars. Similar cars, similar cages, surely it affects them too.
    'Heroes don't die, they just move on to the next stage.' CMac Forever

  5. #15
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    Exclamation Wrc Season Starts With Safety Upgrade

    WRC SEASON STARTS WITH SAFETY UPGRADE
    25.01.2008

    The teams in the FIA World Rally Championship have incorporated the FIA Institute’s new side impact safety system in time for the start of the 2008 season, beginning with Rallye Automobile Monte-Carlo.


    The Advanced Side Impact System, developed by the FIA Institute’s Closed Car Research Group, is designed to help save rally drivers and co-drivers from serious injury in the event of a high speed side-on crash with a solid object.

    FIA President Max Mosley said:

    “The Advanced Side Impact System is another excellent example of the FIA Institute’s partnership approach to improving motor sport safety. I’m delighted with the support given by the WRC teams in developing the system and all of those involved in the project should be congratulated on what they have achieved.”

    FIA Institute President Sid Watkins added:

    “After three years of research and testing I am delighted to see these important safety measures incorporated into the rally cars. The teams and drivers have been highly supportive throughout and I look forward to further collaborations as we continue to strive for ever higher levels of safety in our sport.”

    The teams have been busy over the winter incorporating the crucial components of the system, which include more survival space and side impact energy absorbers.

    The creation of a 200mm space between the door and the seat provides the critical survival space that will be used to help minimise the energy and forces on the body of the occupant in the event of a collision. The 200mm space will be filled with high efficiency energy absorbing material, to enable the crash forces to be attenuated.

    Further side impact measures, including a stronger supporting seat, stronger seat rails, safety nets and optimised belt anchorage positions will be phased in during the summer break. In 2009, it is planned to introduce a new load spreading door cage system.

    Petter Solberg, Subaru World Rally Team driver and 2003 FIA World Rally Champion, said:

    “The FIA Institute is taking steps forward all the time with developments like the side impact protection system and safety in motorsport in general. I am pleased that the Subaru World Rally Team has been a major supporter in developing the system with the FIA. I think that the FIA has a lot of good ideas for the future and I hope we all see the sport get even safer.”

    Mikko Hirvonen, BP Ford Abu Dhabi World Rally Team driver, said:

    "Crew safety is the top priority for everyone in rallying. As a driver I obviously appreciate the need to focus on safety, and it is hugely encouraging to see how closely the teams have been working with the FIA Institute and the importance that has been placed on making rally cars as strong as possible. I'm also pleased to see that research will continue in the future with a view to taking improved safety even further."

    The FIA Institute began work on the side impact project in March 2005, in partnership with the Subaru and Peugeot teams. One of the major challenges was designing a system which could be integrated by all teams in the current rally cars.

    With this in mind, the project group arrived at a formula which breaks down the individual safety components into steps that the teams could easily incorporate into their cars.

    The first target was to minimise the energy forces on the occupants of the car during a collision. This is achieved through greater survival space as well as energy absorbing material and a load spreading door cage.

    The next priority was strengthening the driver’s seat to improve head, shoulder and pelvic support. The seat is important because it is the main connection between the driver’s body and the car. It also provides the last line of protection should an accident occur.

    The safety nets, still under development with the teams, will be placed along the centre-line of the car, between the driver and co driver, in order to limit the excursion of the occupants, and prevent them impacting each other during a violent impact or roll.

    The belt positions have been specified to create optimised belt strap geometry and angles which ensure the torso is efficiently and equally restrained by each of the straps of the safety harness.

    The load spreading door system will increase the strength of the car in the region of the front doors, and will reduce the intrusion during a side impact accident.

    By introducing these measures in stages, the rally teams are able to incorporate them more easily into the designs of their car.

    Much of the research was conducted in co-operation with Peugeot and Prodrive, with engineering design by the Subaru World Rally Team. A high-g sled at DEKRA was commissioned for development testing where it was demonstrated that a high velocity 70g side impact could be survived without serious injury.
    'Heroes don't die, they just move on to the next stage.' CMac Forever

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