Riley & Scott Mk III - Development History

Development History

In 1993, Bill Riley began initial work on a design for a sports prototype to meet the International Motor Sports Association's (IMSA) World Sports Car regulations. The new regulations, announced during the 1993 and intended to be debut in the 1994 season, sought low-cost open-cockpit prototypes to replace the expensive closed-cockpit GTP models used in the IMSA GT Championship. Riley & Scott, already experienced constructors in the Trans-Am Series, were looking to enter the sports prototype category of motorsports.

The new car, known as the Mk III, featured a radical design with tapered rear sidepods that flowed into the rear wing mounts. This opened a large amount of empty space around the rear wheels and exposing much of the floor of the chassis. Radiators for cooling were all placed at the front of the car, under a simple sloping nose. Interest in this design was however low, and Riley & Scott did not construct a car for the 1994 season. During that same year, Dyson Racing contracted Riley & Scott to aid in improving the team's current WSC car, a Spice DR3 chassis with a Ferrari engine. After completing the improvements for Dyson, Bob and Bill Riley returned to their Mk III design with new knowledge from their Dyson experience. After the Mk III was redesigned, Riley & Scott were able to convince Dyson Racing to replace their Spice-Ferrari with two new Mk IIIs for the 1995 season.

Bill Riley's redesigned Mk III was simpler in its design, allowing more variety for customers as well as a low cost. Although the extreme aerodynamics of the original design were gone, the car was conceived to be fast enough to compete for overall wins. The redesign and eventual construction of the first car took only four months. The chassis featured a steel tube frame with panels made of carbon fiber. Behind the cockpit the engine bay was designed to be large enough to allow for a variety of naturally aspirated engines, mostly the V8s of Ford, Chevrolet, and Oldsmobile that were common amongst IMSA GT privateers. All cars used a 5-speed transmission. The suspension consisted of double wishbones with coil springs attached by a pushrod. A power steering system was also part of the standard Mk III.

The redesigned carbon fiber and kevlar bodywork of the Mk III was developed by aircraft designer John Roncz, who assisted Bob Riley in using early computational fluid dynamics programs to refine the aerodynamics of the new car. Final aerodynamic testing was performed at a Lockheed windtunnel. The nose of the final Mk III was very similar to the original design model from 1993, featuring a nose which sloped downward towards a splitter extended from the front of the car. In the center, a wide intake allowed air into the radiator mounted flat under the nose. The air exited the radiator from two openings on top of the nose and in front of the cockpit. Between these exit vents, teams had the option of installing extra headlights for night races. A circular duct was placed on either side of the radiator intake to allow air to the front brakes for cooling. Behind the front wheels the bodywork was now relatively square and flat, with full sidepods running the full width of the car. A rules-mandated full width roll hoop was positioned behind cockpit. Positioned under the roll hoop was an arched intake for the engine airbox.

On the sidepods several square holes were created in order to allow teams to adjust their cooling and aerodynamics dependent upon circuits and conditions. The squares could be filled with bodywork of various shapes and sizes effectively closing or opening the holes as much as the team wished. At the back of the car, the bodywork ended immediately behind the rear wheels, with only the rear wing placed beyond the end of the bodywork. Overall, the aerodynamics of the Mk III were designed to be low in drag, but still offer large amounts of downforce.

In total, 17 Mk IIIs were built by Riley & Scott from 1995 until 1998, with a price of approximately $285,000 for a chassis sans engine. In 1999, Riley & Scott continued their development of the Mk III by created a second series of Mk IIIs. These cars had minor alterations, and a further four chassis were built to this specification. Several teams, hoping to remain competitive with the Mk III, also upgraded their cars to match the Series 2 specifications.

Read more about this topic:  Riley & Scott Mk III

Other articles related to "development, development history":

Git (software) - Design - Characteristics
... a synthesis of Torvalds's experience with Linux in maintaining a large distributed development project, along with his intimate knowledge of file system ... led to the following implementation choices Strong support for non-linear development Git supports rapid branching and merging, and includes specific tools for ... Distributed development Like Darcs, BitKeeper, Mercurial, SVK, Bazaar and Monotone, Git gives each developer a local copy of the entire development history, and changes ...
Breaking Bad - Production - Development History
... Vince Gilligan has indicated that he intends to conclude Breaking Bad with the fifth season ... In early August 2011, negotiations began over a deal regarding the fifth and possible final season between the network AMC and Sony Pictures Television, the production company of the series ...
SRWare Iron - Development History
... If a user has Chromium installed, attempting to run Iron and Chromium simultaneously will open a new window of the first browser opened ... Iron and Chromium also share all data (i.e ...
Marcellus Formation - Economic Impact - Natural Gas - Development History
... Before 2000, low production gas wells were completed to the Marcellus, but these had a low rate of return, requiring a relatively long capital recovery period, although they did have a very long productive life ... There are wells in Tioga and Broome County, New York which are 50 years old or more ...

Famous quotes containing the words history and/or development:

    America is the only nation in history which miraculously has gone directly from barbarism to degeneration without the usual interval of civilization.
    Georges Clemenceau (1841–1929)

    Ultimately, it is the receiving of the child and hearing what he or she has to say that develops the child’s mind and personhood.... Parents who enter into a dialogue with their children, who draw out and respect their opinions, are more likely to have children whose intellectual and ethical development proceeds rapidly and surely.
    Mary Field Belenky (20th century)