BSCCB are also active in the research and development of new materials, composites and applications.

The BSCCB company has two manufacturing plants for producing carbon ceramic brake discs, one located in Stezzano, Italy and other in Meitingen, Germany.

Material

A special feature of BSCCB carbon ceramic brake discs is the ceramic composite material and additional friction layer on both sides of the braking surfaces. The core and friction layers consist of composite materials made of carbon fibers (reinforcement) silicon carbide and metallic silicon (matrix).

Silicon carbide, the main matrix component, creates a solid surface for the composite material. These carbon fibers provide high mechanical strength and the fracture resistance needed in these technical applications.

Phenolic resin and carbon fibre

The resulting quasiductile properties of the ceramic composite material combine the properties of carbon fiber-reinforced carbon (C/C) and polychrystalline silicon carbide ceramics. The elongation of ceramic matrix composite (C/SiC) materials ranges from 0.1 to 0.3 %. This is exceptionally high for ceramics.

This profile makes fiber-reinforced silicon carbide an ideal-choice for high-performance braking systems: resulting in low weight and stable characteristics under extreme pressure and temperature. The resistance to thermal shock and the quasiductility provides long-term durability.

Silicon

Production steps

The carbon-ceramic brake disc has a production process of approximately 20 days. During this process, carbon fibers are given a special protective coating and then cut into short fiber sections of defined thickness and length. The fiber can be used in this form or treated further to create a complex material called “carbochip”.

The production process starts with a mixture of the component and ends with the complete assembly. The production of the ceramic brake body requires a preformed press with binding resin. This is converted in the ceramic component by carbonization at 900 °C and then by siliconization at 1700 °C in high vacuum.

Production cycle

One of the complex features of the manufacturing process is the use of “lost core” technology – a plastics matrix which defines the design of the cooling channel geometry without residues at carbonizination.

Another complex feature is the use of different fiber brake body components. The friction layers on the ring (exterior side) and the point-shaped abrasion indicators are integrated into the friction layer. With such high degrees of material hardness, high-tech diamond tooling methods are utilised to complete the machining process.

Brake portfolio

Carbon Ceramic Brake – CCB 

A floating brake disc with a core of ceramic material (reinforced with carbon fiber), with an additional ceramic layer on both friction surfaces.

Applications: VW, Porsche, Audi, Bentley, Lamborghini, Bugatti, AMG.

Ceramic Composite Material – CCM 

A floating brake disc composed of carbon fiber in ceramic matrix.

Applications: Ferrari, Maserati, Aston Martin, Pagani, McLaren.

Ceramic Matrix Composite – CMC

A floating brake disc of ceramic reinforced material with an additional ceramic layer on both sides of the braking surfaces.

Application: McLaren SLR.

Key advantages of carbon ceramic discs

The key advantages of BSCCB carbon ceramic discs (compared to cast iron brake discs) include:

• Lower weight
• Longer lifetime
• Higher thermal stability
• No judder
• Higher friction coefficient stability
• Improved handling due to reduction of rotating unsprung mass
• Corrosion resistance
• Reduced brake dust
• Higher performance 

]]> http://www.renm-performance.com/blog/brembo-sgl-carbon-ceramic-brakes/feed/ 0 http://www.renm-performance.com/blog/renm-lamborghini-aventador-lp700-4-le-c/ http://www.renm-performance.com/blog/renm-lamborghini-aventador-lp700-4-le-c/#comments Tue, 07 Feb 2012 07:11:52 +0000 neil http://www.renm-performance.com/?p=6187 RENM performance have released details of their Lamborghini Aventador LP700-4 Limited Edition Corsa (LE-C) program.

Currently in development, the tuning program includes the following highlights and features:

• Road/race specification inconel/titanium exhaust system, re-designed air intake, ECU recalibration resulting in a 7-10% increase in engine output;

• Light-weight carbon fiber body sections, revised aerodynamics with adjustable rear wing;

• Suspension and chassis improvements, lower ride height, r-specification tyres;

• Exclusive LE-C light weight center-lock forged wheels;

• Modified brakes with air flow inlets, rear engine cooling chambers;

• Re-designed interior with alcantara/carbon fiber sections, steering wheel, race seats and seat belts.

The LE-C program further develops the ‘corsa’ (race track) capabilities of the LP700-4 while maintaining driveability for street use. A rendering of the LP700-4 LE-C demonstrates how the design lines have been retained while creating a distinctive and aggressive appearance.

 “The chassis construction and suspension geometry used in the LP700-4 are the cutting-edge of supercar design. We approached the LP700-4 from a perspective of enhancing, rather than radically altering the car’s design”.

The limited edition Aventador LP700-4 LE-C vehicles will be custom designed and developed for specific markets by Lamborghini race engineers and technicians.

“Each Aventador LE-C will vary in engine output. For instance, in some markets we can increase engine output through higher grade fuel while having more scope to configure the exhaust systems for maximum performance.”

The LP700-4 LE-C modifications will result in a reduction of rotating and unsprung masses, improved handling, balance and traction.

The complete program is expected to significantly improve performance, acceleration and vehicle dynamics.

For additional details on the RENM performance Lamborghini Aventador LP700-4 LE-C, contact RENM performance for more information.

KW Variant 3 systems allow for adjustable rebound damping forces as well as compression adjustment options. This ensures each vehicle can be optimised for a wide range of conditions and different surfaces when required.

A determining factor for overall adjustment is the fact that compression (and rebound forces) have no relation to each other. In other words – an alteration of the compression damping does not necessarily involve an alteration of rebound damping.

KW Valve Technology in detail

	Rebound adjustment included in the piston rod for protection of the valve technology
	Piston rod steering and sealing kit
	Valve technology traction stage
	Valve technology compression stage

.

Piston rod steering and sealing kit

The KW modular sealing system surpasses the standards of most OEM systems. These can be easily opened due to their aluminium bolting, allowing for a later, custom-made adjustment of the valve technology or deviation ratio.

	Bolting made of high-strength aluminium
	Self-greasing NBR seal
	Clamp-/sliding sleeve
	O-ring made of temperature-resistant viton
	Guide bushing with ventilation holes
	Specially coated DU sliding bushing
	Rebound pods

Valve Technology traction stage

Result: Oil flow during “hard” rebound stroke.

A sporty and firm adjustment of the traction stage prevents rolling and pitching while braking and accelerating.

• Bypass duct in the traction stage adjustment is closed.
• Declining increase in the characteristic line and the maximum possible traction damping is achieved.
• The damping is carried out by the setup-specific preset spring valve at the piston.

Oil flow during “soft” rebound stroke

• Bypass duct in the traction stage adjustment is closed.
• Progressive increase in the characteristic line and the minimal possible traction damping is achieved.
• The bypass oil amount (black arrow) is no longer available for the spring valve at the piston and the damping forces are reduced.

Result: A lower rebound damping improves driving comfort.

Valve Technology compression stage

Oil flow during closed bump stroke in compression valve

Spring-loaded bypass valve of the compression damping (in a closed state) before the compression stage is activated.

Position of the bypass valve with increasing piston rod velocity:

• During slow piston rod velocities (black arrows), the oil flows over the bypass valve.
• The maximum compression damping (white arrows) is carried out by the spring-loaded piston valve.
• The closed compression stage creates a progressive characteristic line of compression damping.

Result: A sporty and firm adjustment of the compression stage prevents the vehicle from rolling in corners.

Oil flow during open bump stroke in the compression valve

Spring-loaded bypass valve of the compression damping in an opened state before the compression stage is activated.

Position of the bypass valve with increasing piston rod velocity:

• During slow piston rod velocities (black arrows) the oil flows over the bypass valve.
• The maximum compression damping (white arrows) is carried out by the spring-loaded piston valve.
• By opening the bypass valve, a declining characteristic line in the compression damping in the low-speed range is achieved.

Result: The (safety-relevant) support of the vehicle in the high-speed damping range is not influenced during an opened or closed compression stage.

The RENM Megane RS250 black edition is a more potent version of the highly regarded and accomplished performance hatchback, and the RENM black edition is no exception.

With its highly developed engine and chassis, the black edition features striking new styling and race car-like dynamics.

RENM has increased engine output to 310PS/430NM by recalibrating the ECU and redesigning the exhaust system with sports catalytic convertor.

The new intercooler, approximately four times the size of the OEM version, lowers intake temperatures for improved and sustained performance.

The black edition is characterised by 19” titanium grey racelight wheels and lower ride height (35mm lower than the OEM version).

Handling dynamics are improved with individually adjustable height and dampening coilover suspension. The package can be further enhanced to accommodate circuit use with a choice of race seats, seat belt harnesses and steering wheels.

For more details on the RENM Renault Megane RS250 black edition, contact RENM performance.

The RENM, Racing Dynamics and Raptor Motorsport Audi R8 V10 achieved a significant lead over other class competitors in qualifying. This was an an impressive result considering only minor modifications were fitted to comply with class regulations.

Driven by Andrew Waller, the team went on to win the Knysna hillclimb A3 road-car class quite comfortably.

The week of motorsport action attracted record crowds – with a confirmed 6000 people attending on the Saturday. Competition was limited to 80 entries, with vehicles including Nissan, Ferrari and Porsche race cars.

While the race car class entries recorded the fastest times, provision was made for other classes, including open-wheelers and vintage sports cars.

Collisions occurred during the race, with an Ariel Atom spinning off the circuit, and an Audi R8 V10 colliding against the mountain side. Two Nissan R35s incurred serious damage while an Audi Quattro S2 spun onto its roof.

As a major sponsor of the event, the Raptor Motorsport Audi R8 V10 participated in the race with support from both RENM performance and Racing Dynamics.

Congratulations to both Andrew Waller for achieving the result and Racing Dynamics who managed to prepare the vehicle in testing circumstances.

Power is raised to 600PS (441KW) 585NM with modifications that include an ECU recalibration, carbon fiber air intake, light-weight performance exhaust, race hydraulic height-adjustable suspension and modified ceramic brakes to accommodate the improved  performance.  An extensive range of aerodynamic changes were made to provide improved airflow, down force, handling dynamics, weight reduction and load distribution between the front and rear axles.

The front and rear sections of the aero kit are made from light-weight carbon kevlar composites, consisting of revised front grille, brake cooling chambers, front splitter, redesigned front and rear side grilles and rear diffuser.

Incorporated within the diffuser is a remote valve operated stainless steel performance exhaust system with centrally positioned tailpipe. While the centrally configured arrangement is optional, it provides the greatest weight savings.

Both the vehicle’s ride height and exhaust valve control system are controlled with the push of a button. RENM offers other exhaust arrangements with separate tailpipes that can be combined with matching carbon kevlar rear diffuser. The rear section of the vehicle also includes a seamlessly integrated rear wing to increase down force.

RENM has transformed the Audi R8 Spyder’s interior with carbon fiber elements that include the steering wheel, complete center console, instrument gauge, shift gate, hand brake, arm rests and door trims.

The vehicle’s power is transferred to the road via Racelight 20 inch wheels with Sportcup tyres and Superlight 19 inch wheels with race specification tyres. The wheels were developed with technology partner ATS Leichtmetallrader.  Both 19 and 20 inch wheels (x9 front , x11 rear) use a combination 245/30, 235/35 front and 305/25, 305/30 rear tyres to provide optimal performance for both street and race track use.

The standard seats were replaced with light-weight race seats upholstered in grey leather and red piping with R8 Spyder inscription.

The improved power-to-weight ratio has resulted in better acceleration, handling and braking dynamics. The reduction of both rotating and unsprung masses, new hydraulic race suspension and high-grade performance components significantly improve driving dynamics which is best appreciated on a race track.

Many months of research and development has culminated into a truly special vehicle – the RENM Audi R8 RMS Spyder.

]]> http://www.renm-performance.com/blog/news/renm-audi-r8-v10-rms-spyder/feed/ 0 http://www.renm-performance.com/blog/ats-wheels-lightweight-technology/ http://www.renm-performance.com/blog/ats-wheels-lightweight-technology/#comments Thu, 10 Mar 2011 23:40:50 +0000 neil http://www.renm-performance.com/?p=4473 An insight into the ATS Wheel manufacturing process and lightweight wheel technology.

The ATS product range comprises alloy wheels for passenger vehicles which are manufactured using both low-pressure casting methods as well as forging technology.

ATS introduced this pioneering low-pressure casting technology in 1970 and has been constantly redeveloping it since.

Using the newly-developed racing wheels manufactured in the low-pressure casting method, ATS won the World Touring Car Championship (WTCC) in 2010. At the Formula Three season finale in Macau, ATS equipped cars achieved first, second, third and fourth places.

Lightweight technology in all vehicle components leading to weight reduction and therefore a reduction in emissions is a key focus for the industry.

ATS combines a variety of methods and technologies, some of which have been developed in-house, to optimise the weight and strength of the alloy wheels manufactured using low-pressure casting methods.

Coating Technology

Alloy wheels which are put under significant loads undergo a joint optimisation process in the company‘s own coating systems. This process also improves the material properties at the same time.

Coating Technology equipment and infrastructure

Strain hardening technology

This innovative method represents a cost-effective alternative to the FlowForming process – with similar levels of weight reduction on the wheel. This technology can be combined with existing weight reduction designs. The process is based on hardening the material whilst, at the same time, smoothening surface harshness in highly-stressed areas of the rim well. Critical process tensions are also converted into compressive stresses.

Strain hardening technology

Hollow-spoke casting method

Hollow-spoke wheels are manufactured using in-house developed casting machines with an additional sand core. Alloy wheels which are manufactured using the low-pressure casting method in accordance with the hollow-spoke principle have less rotating mass than full-spoke wheels. Stability and load capacity are increased at the same time.

Hollow –spoke casting method

FlowForming Technology

The FlowForming manufacturing technique allows ATS, alongside the already-established company lightweight construction methods, to offer lightweight construction which has been tried and tested in the automotive industry.

By manufacturing alloy wheels using FlowForming technology, parts of the wheel rim are rolled out in a second processing phase. A large majority of the machining is dispensed with, which means, on the one hand, the raw materials can be saved (compared to conventional manufacturing methods) and, on the other hand, undergoes a second compaction phase as the alloy material is rolled out. This allows parts of the alloy wheel to have lower wall thicknesses whilst still being extremely stable.

An example is the 8.5 x 19“ ATS Racelight wheel which is manufactured using FlowForming and weighs only 9.9 kg. FlowForming technology alone contributes to a 10 % reduction in weight.

In comparison with conventionally-cast wheels on the market, FlowForming manufactured wheels save approximately 4 kg per wheel. That‘s 16 kg per car! This is particularly important for a range of driving dynamics in the unsprung mass area.

ATS Racelight wheels

]]> http://www.renm-performance.com/blog/ats-wheels-lightweight-technology/feed/ 0 http://www.renm-performance.com/blog/renm-and-reiter-engineering-strada-concepts/ http://www.renm-performance.com/blog/renm-and-reiter-engineering-strada-concepts/#comments Thu, 20 Jan 2011 07:39:56 +0000 neil http://www.renm-performance.com/?p=4045 RENM’s approach to Lamborghini performance tuning and design diverges from other tuners.  Rather than focussing on cosmetic and marginal improvements in performance, we have gone to great lengths to ensure we can offer real performance and design improvements developed through international motor sport and Lamborghini race engineering.

When it comes to Lamborghini racing, Reiter Engineering are renowned for their construction and development of Lamborghini race cars. For over a decade, Reiter Engineering has participated in and dominated Lamborghini motor racing.

In 2000 the company initially developed and entered their own Lamborghini Diablo GT in the FIA GT Championship. In 2003 the Diablo GT was replaced by the newer Lamborghini Murciélago R-GT, prior to constructing the Gallardo GT3 for the FIA GT3 European Championship and the ADAC GT Masters.

In addition to supporting factory teams in various championships, Reiter Engineering has developed cars for other teams for different purposes and applications. During this time they have developed and sold several racing model variants.

A brief history of the company’s development and activities are listed below:

2000
Foundation of race team; development of Lamborghini Diablo GT2; race services in FIA GT with Lamborghini Diablo GT2.

2001
Race services in FIA GT with Lamborghini Diablo GT2.

2003
Enters FIA GT with Lamborghini Diablo GT2; establishes Lamborghini Murcíelago R-GT project; develops FIA GT1 / Le Mans GT1 race car based on the Lamborghini Murcíelago; establishes REITER test and race team; race engineer, aerodynamics, data-logging, FIA and ACO homologation.

2006
Produces 12 Lamborghini REITER Murcíelago GT1 for global client base; clients in Japan, USA and France; global after-sales service.

2007
Development and race services for REITER Lamborghini Gallardo GT3; produces 19 Lamborghini Gallardo GT3; global after-sales service.

2008
Produces 23 Lamborghini Gallardo GT3; Lamborghini Super Trofeo project; prototyping of rally version REITER Lamborghini Gallardo GT3; race services for world-first Lamborghini rally-version at “3-Städte Rallye”; race services for FIA GT1, LMS and ADAC GT Masters. 

2009
Development and race services for REITER Lamborghini LP560 GT2; development and race services for REITER Lamborghini Murcíelago GT1 and LP560 GT2 in LMS series, and GT3 FIA and Lamborghini Super Trofeo.

2010
Development and race services for REITER Lamborghini Murciélago LP670 R-SV (race version of Murciélago LP670 SuperVeloce) for the FIA GT1 World Championship; 3rd place in the GT1 world championship; develops Reiter Lamborghini LP600+ race car for 2011.

STRADA CONCEPTS

The overall objective of the Reiter Strada concepts is to bring the technology, experience and insights of many years of Lamborghini racing to the streets.  ‘Strada’ is the Italian word for ‘Street’, a term used to describe the process of applying Lamborghini race engineering, design and technology for street legal applications. RENM performance now offers the Reiter Strada concepts as part of its Lamborghini development programs.

Additional information on the Reiter Strada concepts can be accessed from the following links:

Gallardo GT3 Strada

Super Trofeo Strada

Supperleggera RV Strada

Motor racing research and development is what distinguishes the Reiter Strada concepts from other approaches. The technical insights gained from these activities are applied to optimise the performance of each vehicle. The objectives of weight reduction, improved unsprung and rotating mass, handling dynamics, increased downforce and other factors are integrated into each Strada concept. This results in genuine improvements in performance and driving dynamics for various Lamborghini models.

We recently visited the Reiter Engineering facilities in Kirchanschoering, Germany and were briefed on their operations and plans for the upcoming race season. A selection of photos taken during our visit are below:

RENM performance and Reiter Engineering share the same principles and approach to Lamborghini tuning. Through this partnership, we will now offer race-proven technology and world-leading tuning solutions for the latest Lamborghini Gallardo and Murcielago model range.

We left the engineering facilities with the impression that the only challenge remaining for the company was to somehow enable Lamborghini cars to be driven across snow!! Two weeks later we stumbled across a video demonstrating Hans Reiter’s attempt to achieve what we imagined to be impossible.

We wish the Reiter Engineering team every success for the current race season.