The motorsport industry, like automotive in general, is trying to do more with the same, or less, input. In other words, it is aiming to improve efficiency in the overall vehicle system. Whatever the chosen energy solution, be it fuel cells, internal combustion engines, hybrids or full electric, there must be sufficient management of the system’s thermal physics in operation to be efficient.
The work powertrain engineers do around thermal management for high-performance power units is enabling higher deployment and charge rates than ever, thanks to sufficient overall heat rejection from low-temperature deltas to ambient.
In high-end motorsport applications, power units (which consist of the engine, traction battery, transmission and other components responsible for generating and transmitting power) are subjected to a range of extreme conditions, including tremendous levels of stress from prolonged running at high power outputs and elevated operating temperatures.
Yet, despite the critical position of thermal management in an engine’s performance, reliability and longevity, it is often positioned low on the priority list when peak performance drivers such as aerodynamics and overall powertrain output take precedence in improving lap times.
If the thermal stresses on power unit components, such as pistons, cylinder heads, battery cells and bearings become too high, it can lead to premature failure. But before failure occurs, increased engine wear, reduced engine efficiency and a decrease in power output can all negatively affect overall vehicle performance.
On the battery side, heat generated from power
