But there are increased threats to the established sports car hierarchy that will test the resilience of the British industry more than ever since the war. The directity of the current pandemic is too realistic – and who knows the long-term change and damage will leave in every aspect of our society.
Then, in the long run, there’s an existential challenge of climate change that is forcing carmakers to pass increasingly tougher laws of governments around the world, to reassess everything they understand, believe, and do.
The Volkswagen Group has announced its intention to invest in the electrified sport only.
What has motorsport industry done for the UK?
Relevance to the real world and the cars we drive every day is key. But that’s a far different pressure. Some say motorsport always has the answer to that challenge – Jaguar. The development of disc brakes on C-Type and D-Type in the 1950s is a typical example.
However, there is also an argument that motorsport has helped the UK adapted to new technologies.
High-end motorsport has been allowed to be disrupted by the spending battle created by such smart technology. And the rally – certainly the racing sport code best suited to road car technology. It is still trending, with its hybrid era not starting until 2022. But now, in the end, the motorsport community has been properly addressing this threat.
Aylett quickly stepped on the fold. Over the past few years, primarily driven by engine suppliers for F1 racing and other large lines, racing has improved the thermal efficiency of internal combustion engines from 30% of a regular road vehicle to more than 50% today, he said.
Thermal efficiency really shows how much power the engine generates per 100kg of fuel. At 30%, you’ve wasted 70% of your energy, so getting your first for more than 50%, in 2017/18, is an important milestone for future hybrids that will be needed for all of us in the next decade.