What’s Toyota’s Mirai hydrogen fuel cell rally car's?
What’s Toyota’s Mirai hydrogen fuel cell rally car's? - We all think it is, is not it? If you have the means to establish their own rally car, Toyota Mirai - a 1850 kg, 152bhp saloon hydrogen fuel cell that made Ssangyong Rodius look like a work - probably not the first place you want to start.
Not least because Mirai costs ¥ 7,240,000 (£ 39,000) in Japan before you even sniff bucket seats, and can not be conducted at 27 stations across the country.
So when asked Mitsuhiro Kunisawa, top automotive journalists from Japan and the people who designed this project, why he decided to drown the yen fought in it, we might have expected a little less philosophical response.
A little digging in the past Kunisawa-san reveals a love and talent for a rally that covers 15 years, and lately the focus has shifted to rally cars with a great twist.
"If I look at the new technology, I want to encourage fast and he said.
Back in 2013, Kunisawa converted Nissan Leaf showroom-spec rally and participated in three rounds of the Rally Japan Class Championship 1400. The first time he was dead last, the second time, he finished third, and the third time he won. When he said he likes to drive fast, he was not lying.
All the more impressive is that his sheet has 109bhp and weighs 1500 kg, whereas its competitors have only 120 hp and 1000 kg to carry around. The key, he said, is to have the weight concentrated so low in the chassis, with instant torque inherent to all EVS.
And it must be the same story with Mirai given primarily of an electric car with a small power plant on-board hydrogen.
Stripped out weight gain within Mirai canceled by the full band roll N-spec cage, and the powertrain is standard, but even so, it should be a bit faster than the Leaf: with 152bhp and 1850 kg, the strength ratio of greater fractional Mirai weight.
Time to point out the obvious: in a straight line is not the fastest cars. In fact, by the standards of the rally, 0-62 mph in 9.6 seconds is cold. Even his own car Hyundai i20 rally - widely considered a slower race car line in the world - will be on-drag.
But as a person with experience of the race knows, it is the angle that count and it is here that Sanko Works - responsible specialist Kunisawa conversion rally - went to work.
Takahiro Kitami, mechanical head Kunisawa designated as the "little genius", spent nearly two months of editing cage (requiring the entire dashboard for removal), stripping the inside, mounting seats 6 kg bucket Bride able mountain, ran on Comedy wings behind and fitting home springs and shocks are developed in every corner.
The key, according Kitama, is flexible juncture between the suspension and the body that allows little lateral and vertical movement - important given the rally car must absorb punishment.
I post without grace in the driver's seat, while Kunisawa help me with a harness four plum-constriction points, I was seized with a sense of responsibility. Not only for my children not yet born, but for Kunisawa himself; The baby, a pet project, and I was the first person outside his inner circle for the ride.
He just told me to take it easy, because the car is competing in his first rally - the ninth round of the Championship Rally Japan - within two days, and he would rather that it is not folded or rolled.
One lucky day, I Mirai standard leads to Hamburg a week earlier, and along the winding country roads that surround the work Sanko workshop "Isumi, 90 minutes from Tokyo by car, rally car feels very like. Maybe a little more difficult, but it is the same whine of an engine mounted in the front and the same hum of the fuel cell to do it.
Request full power and throttle response, gearbox single speed, and then the front tire at a time, but no panic.
It was not until I got to the end of the first tight, expecting lollop to the wheel and understeer in the nearest ditch outside, the transformation of the right to show his face. Body roll is reduced by half, maybe more, and the front end dug in harder thanks to a 20 percent softer than standard tires.
But at the same time it is still soft, breathable with the surface of the road rather than fight and hit it. The end result is to move with much less inertia, feels lighter on the feet and stopped with more bite, too, courtesy of the upgrade of the bearing.
Ever wanted a lesson in the importance of maintaining the momentum in the corner? This car writing program.
What I did not expect it was not a lack of acceleration spoil the experience, it simply requires you attack another angle: the focus points of steering and braking hard picking, smooth braking force to the perfection. Do so and you can make sudden progress quickly, as Kunisawa proves.
Back in August, he made an appearance at Mirai WRC Rallye Deutschland. Official car, he was given the green light to the Trier attack phase with everything he had.
Time, if unofficial, it opened my eyes - he was screaming about only three seconds slower per kilometer WRC class S1600. Speed, but not as much as the child wants to WRC.
How long until we see hydrogen WRC competitors, or even a car in F1 fuel cell? Kunisawa has his theories :. "Fuel cells decreased by 50 percent in five years If the same thing happens again, we could have 300 horses, rally cars light in 2020. Then the H2 series is possible.
"In 30 years of F1 is hydrogen, too. Tech conventionally been taken up, but fuel cell technology will be better from now