Post-Test Observations And Future Considerations

The exposed splitter could be an area for future optimization in order to keep repair/replacement costs down on the FLM09. (Marshall Pruett)

The Road Atlanta test wasn’t so much about confirming the car’s capabilities as it was demonstrating it’s relative pace and performance to the existing LMP classes. Unlike the highly anticipated laps turned by a new and unproven car, the Courage-based prototype has been a stalwart of international sportscar racing for many years. While the bark of the LS3 engine is new, the FLM09 is a well-proven LMP2 option that’s simply been modified to suit a new ACO/ALMS category.

With the car’s LMP2 lineage in mind, the FLM09 wasn’t conceived as a customer chassis. ORECA has done a solid job of presenting an easy to understand car, but with any chassis that was originally designed for a non-spec category, there are certain areas that stand out for future improvements.

At the front of the car, the outer portions of the splitter seem ripe for being run over or running into things. Because the leading edge of the front fenders are so far behind the splitter, any contact will result in the splitter taking the brunt of the impact, rather than the blunt face of a fender taking the hit. Splitters could be a high consumption item, or needing frequent repair in the case of contact. A next generation FLM09 nose that extends the fender structure forward to better safeguard the exposed splitter is worth considering.

The outer edges of the rear of the FLM09 could also be updated to reduce the likelihood of damage or the engine cover becoming unsecured in an impact. (Marshall Pruett)

At the rear, the corners of the car are also exposed to being easily damaged. The rear wheel ramps/tunnel blocks also act as mounting points for the aft section of the engine cover, and if hit, I could see the rear of engine cover becoming unsecured.

FLM09 owners will want to make and install mesh screens under the front louvers to prevent damage and reduce repair costs. As many other prototypes have experienced, large front louvers like those on the FLM09 are prone to being blown out by rubber build-up or debris kicked up from the tires.

Jeanette highlighted one inexpensive improvement for the car – a stiffer throttle return spring. A lighter spring appears to have worked on the smooth European tracks, but with the undulations at Road Atlanta, he found it hard to modulate the throttle over the bumps.

“The spring is light, so when I’m feathering the throttle on a bumpy section, those bumps transfer from my foot to the engine, and it jerks the car back and forth. With a stiffer spring, the engine wouldn’t be affected by this.”

The final are of future cost consideration involves the engine’s service interval and fees. A 6.2L V8 GM Corvette crate motor making 430hp doesn’t strike me as an overly stressed unit, which makes the rebuild intervals of 4000 miles at a price tag of $20,000 seem like figures worth revisiting.

It’s worth noting that at a price of roughly $6200 for a new LS3 V8 from the GM Performance catalog, entrants could find further cost efficiencies in buying a new unit from GM, swapping the bespoke racing items like the oil pan and fittings over to the new motor, and then shipping the powerplant to Elan to be sealed.

The series says they expect to reevaluate the mileage limits and rebuild fees once a few motors are received and inspected by Elan.

Conclusion

The front of the car is rather spartan, which closely follows the philosophy of spec racing. (Marshall Pruett)

The FLM09 did everything is was expected to during its first test in America. Details such as exact operating costs, administration and support are still being finalized, but in general, the new LMPC class is on course for its debut at the 2010 12 Hours of Sebring in March.

Based on the 14 drivers in attendance at the test and a number of current sportscar team owners that came to watch the car run in anger, the ALMS’ concept for a spec prototype class made a successful first step at Road Atlanta.

Tech Specs (courtesy of ORECA)

Chassis
Monocoque Carbonfibre & Honeycomb
Length : 4.461 mm
Width : 1.990 mm
Eight : 1.021 mm
Front track : 1.647 mm
Rear track : 1.609 mm
Wheelbase : 2.870 mm
Weight : about 900 kg

Engine
6200 cc V8 – GM base
Power output: 430 bhp
Torque: 630 Nm
Max. Revs: 6000 rpm
Lubrication: dry sump
Engine electronic control unit : Marelli

Suspension
Double steel wishbones with pushrod
Rocker arms driving spring damper units

Tires
Front : 30/65 – 18”
Rear : 31/71 – 18”

Gearbox
Supplier : Xtrac
Type : Six-speed sequential
Gear change : steering wheel-mounted paddles
Speeds : 6 + rear

Brakes
Ventilated carbon discs
Monobloc calipers
Front discs : 380 mm x 37 mm
Front caliper : 28 - 30 - 38
Front pads : 31.5 mm
Rear discs : 355 mm x 37
Front caliper : 28 - 30 - 38
Rear pads : 31.5 mm

Safety equipment
Six-point harness adapted for HANS system
Safety rubber fuel tank

Bodywork
Carbon – Kevlar Light lamination