Milestone October 2021 Edition by IIT Bombay Racing

MILESTONE The IIT Bombay Racing Magazine

Editors-in-Chief

Content Creators & Editors

Jagadish A Nikita Dipali Akshay Kumar Ansh Thamke Bhumika Mehta Nikhil Challapalli Novashree Samantaray Raj Kumar Rishi Kanodia Sarthak Jain Vikhyath Vagolu Yash Mitkari

Chief Designer

Sanat Prasad

Senior Designer

Limesh Verma

Design Team

Website: www.iitbracing.org Jagadish A - Editor-in-Chief +91 81043 06430 Email: marketing@iitbombayracing.org

Abhiram N S Anushka Kokate Diganta Biswas Harshavardhan Patil Rishi Kumar Shyam Manchhani

Address

IT Bombay Racing Department of Mechanical Engineering IIT Bombay Powai, Mumbai Maharashtra, India - 400076

CONTENTS ABOUT OUR TEAM

FROM THE PRESS ROOM

PER LA TIFOSI

UNDER THE HOOD

Team Overview: FS Winners

How do sponsors work in F1?

The Unknown Unsung Unforgettable Kari

Once Upon a Time in Noida

High G-Force Crashes

The Art of Defensive Driving

Circuit Overview: Buddh Internation Circuit

How do braking systems actually work?

The Spark of Sustainability

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Team Overview:

FS WINNERS

by Jagadish The Indian Institute of Technology Bombay is one of India’s premier institutions and, as such, is home to some of the best tech teams and student clubs in the world. IIT Bombay Racing is no exception. As one of the institute’s oldest student teams, IIT Bombay Racing has often set the standard in the institute and the country for the kind of impact, attention, and achievements a top-notch student team is to garner. But nothing worth anything comes easy, which is true of IIT Bombay Racing’s success and reputation. We started off with humble beginnings in the labs of our Mechanical Engineering departments running on empty save for our founding team’s enthusiasm, interest, and passion. It took a lot of patience, failure, perseverance,

and determination to make the team what we are today: A decorated student team functioning like a well-oiled machine, not very unlike the ones we create every year. It has always been a part of the team spirit to challenge oneself and innovate, apparent in our journey from starting off at combustion vehicle design and pushing ourselves into the electric vehicle scene. In a similar fashion, the team today looks

IIT BOMBAY RACING to enter the driverless racing domain, and we make appreciable progress every day, bringing us closer to our goal of furthering innovation in technology After all, what are IITs for? The impact made by our team cannot be measured by awards alone. We have been at the forefront of Indian mobility and specifically electric mobility. From implementing inhouse E-Differentials to making India’s electric formula race car, IIT Bombay Racing’s growth has also pushed the boundaries of what Indian teams have been able to do. Needless to say, the team is one of India’s finest, and there is always pressure to represent and perform on the international stage. This last season has been especially rewarding for the team dominating at FSEV and FSUK: the national and international stage, respectively. We managed to bag 1st Overall as well as 1st in Engineering Design and 1st in Procurement Strategy at the FSEV Concept Challenge 2021. While in FSUK, not only did we win the concept class, but we also defended our titles as 1st in Engineering Design and rose to 4th place in the Business Presentation, both heights that no Indian team has reached before.

While these victories may belong to the team, the team itself is still dependent on the contributions of many of our supporters. Irrespective of whether they appear in the form of our institute, our biggest supporter, our faculty who inspire us to pursue what we do, or our benevolent sponsors, notably Mahle, NRB Bearings, and Wipro 3D, that enable us to bring our dreams into reality. We thank you for everything, for encouraging us and helping us be the best we can aim to be. The team also takes great pride and draws strength from the fact that we accomplished these feats during the pandemic, which challenged each one of us in innumerable new ways. We hope for on-track live competitions soon and bring our strong performances from Zoom and Teams to zooming on the tarmac. We are hopeful of a tomorrow that is as rife with opportunity as today. We are focused and confident. We are determined and driven. We will set goals, meet targets and keep growing as a team. We are IIT Bombay Racing, and we will keep reaching new frontiers. Our trophies from this year’s Formula Bharat and Formula Studemt UK events

Source : foumula1.com

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How do sponsors work in F1?

by Sarthak Jain

sport with an annual viewership of 450+ Million started as a small sports tournament in 1950. Plenty has changed since then. History has always been fun. One such change has come as to how sponsors function in Formula 1 Racing. Back in those days, the FIA (Fédération Internationale de l’Automobile) did not allow sponsors in the F1 Racing. The only branding seen was the manufacturers’ logo on the car’s nose and, of course, the nationality. As time passed, logos started to arrive on driver’s overalls, but strictly from the tire and oil companies. And let me emphasize that this by no means is the commercial sponsorship that is so

familiar in the sporting world today. However, FIA

F1 cars with no sponsor logos

was forced to change these rules with time as the oil and tire companies increased their revenue expectations and desired branding. And hence the oil companies started to charge on the fuel prices. Let me remind, that the fuel they use is a special one and carries a hefty price tag. There’s a saying, “All is well that ends well.” This holds true here too. Commercializing sponsorship was the most important and influential decision ever. Here’s how the traditional model of sponsorship

“...companies with sponsored teams in F1 tend to be the beneficiaries...” works. A sponsor approaches a team and then agrees on how much they are willing to pay the team per year. The two parties will then discuss how much branding will appear on the car and the driver’s overall when this has been agreed. As you would expect, the more money a sponsor is willing to pay, the greater is the recognition they will receive. With a relatively small payment (this

Source : formula1.com

IIT BOMBAY RACING is still in the region of a few hundred thousand up to a few million pounds per year), a sponsor could expect to see a miniature version of their logo on the car. This logo would typically be on the nose of the vehicle or below the sidepods. They might also receive a space on the driver’s overalls, but this would only be for the higher payments within these boundaries. Statistics have shown that companies with sponsored teams in F1 tend to be the beneficiaries because they get a promotion, branding, and consequently, help increase the companies’ revenues. Some of the companies have spent gargantuan amounts of money for sponsoring. Here are the most prominent sponsors of the last decade: 1. 2. 3. 4. 5.

Petronas - USD 735 Million. Philips Morris International - USD 625 Million. Santander - USD 514 Million. Shell - USD 412 Million. Pirelli - USD 381 Million. (Excludes the value of the tire supply)

This traditional model has been the default position of many teams since 1968. This model soon transitioned from a mix from both manufacturers

“...some tobacco companies owned their racing team when it was forbidden! ” and other companies to cars being dominated by liveries representing tobacco firms that were most prominent in the 1970s and 1980s. Although slightly restricted from the start of the 2000s, it continued until it was banned at the end of 2006. The tobacco sponsors grew so huge that some tobacco companies owned their racing team when it was forbidden! However, with the end of 2006, things started realigning. With the tobacco sponsors forced to leave the market, teams were forced to lower their prices if they were going to keep their cars covered

A breakdown of the sponsors of the Alfa Romeo Sauber f1 team

5 Source : reddit.com

MILESTONE in brand logos. Many other companies either did not have the money to pay what the tobacco firms did or were not convinced that the return on investment was enough to justify sponsoring. A research study in 2007 analyzed each of the 257 sponsors in Formula One to calculate their return on investment and found that 122 out of the 257 sponsors received brand exposure via race television broadcasts. However, by the end of that season, only 26 of the sponsors managed to have a positive return on investment. Yes, brand exposure is vital in the corporate world since it shows your supremacy, and hence companies were willing to invest in sponsoring the teams. There was a study conducted in the year 2014, and it concluded the following: “Sponsors affiliating at the ‘top’ promotional level—higher than official suppliers, but lower than team title sponsors—realized a higher probability of positive ROI (25.35%) than team sponsors at other levels (12.56%). However, as foreshadowed by our analysis of sponsorship prices, achieving a positive ROI was particularly improbable for sponsors in the automobile industry, where the likelihood of televised brand exposure exceeding the price of sponsorship was only 2.71 percent.” So yeah, all in all, sponsorship benefits have shifted to companies who have invested decently. So what is changing now?

There has been a rapid increase in the number of ‘technical partnerships’ announced, all designed to benefit the team much more than the traditional model. Technical partnerships are where the resources of both the ‘sponsor’ (the partner) and the team can use each other’s resources to improve one another’s performance in their particular fields. One such example is- MCLAREN Racing and Dell Technologies. How and why? This is another example of a technical partnership in Formula One that is designed to benefit both parties. In this relationship, Dell provides McLaren with the ability to analyze their car data better and make predictions of future races based on advanced simulations. Formula One teams are restricted with

“...sponsorship benefits have shifted to companies who have invested decently.”

F1 sponsorships aren’t always what they seem Source : youtube/donutmedia

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Source : planetf1.com the amount of time they can spend designing their car using Computational Fluid Dynamics (CFD). They use a combination of data from the wind tunnel and computer simulations to predict airflow over their car. Due to the time restriction, it is vital that they have access to efficient and powerful computers, and it is this demand that helps Dell

improve their products at such a rapid rate. Now, this is a win-win situation for both parties. The case of Mercedes partnering with Petronas is probably the best example of “technical sponsorship.” Petronas is the fuel supplier to Mercedes, but they have been working together with the German team

F1 cars with tobacco sponsors

Source : motorsportmagazine.com

MILESTONE Sponsor logos are applied on everything, including driver’s helmets and racing kits

Source : movnomo.top

xf1.ne

e : ma Sourc ever since they re-joined the sport in 2010. However, it was not these early years that proved crucial, as in 2014, there was a massive overhaul in the technical specifications of the engine. Petronas worked very closely with Mercedes to deliver the perfect fuel for their engine concept, and this helped to produce one of the most successful and reliable engines in the history of the sport. They have won 74% of all races since 2014, and their collaboration with Petronas keeps getting stronger and stronger. The partnership is described as “a state-of-the-art technological partnership to deliver cutting-edge Fluid Technology Solutions for the Hybrid Power Unit and chassis of the works Silver Arrows cars.”

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“... technical sponsorships are the best type of sponsorships for the time being.”

Research and analysis provided us with enough evidence to conclude that technical sponsorships are the best type of sponsorships for the time being. Bottom line? Things around us are changing at a rampant pace, and so are sponsorships. Monetary sponsorships have declined significantly in recent years as opposed to the 20th century . In the future, the evidence suggests that technical sponsorship will continue as the traditional formula has started to phase out and will only be a small part of the team’s revenue. Formula One is about people collaborating to produce a better product, and I believe that technical partnerships are the best way to do this.

Source : journal.hautehorlogerie.org

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The Unknown Unsung Unforgettable Kari By Novashree Samantaray

Source: gumlet.assettype.com

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iven his contributions to putting the ever cricket-loving country of India on the map of Formula Racing, I was astounded by how little is written or known about him to the younger generation of Formula enthusiasts. This article is dedicated to the unknown unsung unforgettable Sundaram Karivardhan Naidu, also fondly known as Kari. His passion for cars and motor racing and intuitive mechanical mind made him a pioneer, legend, and doyen of Indian Motorsports. He was a Formula One designer, tuner, and racer all rolled in one. He mentored and supported some of India’s best Formula racers like Narain Karthikeyan, Karun Chandhok, and Armaan Ebrahim. It was not just cars; he worked on an innovative project on building lightweight aircraft projects in the 1980s. Unfortunately, we lost him at the age of 41 in an untimely demise in an air crash in 1995. How he dedicated his whole life to following his passion for cars, racing and flying is inspirational for generations to come.

Source: wikipedia.org Lakshmi mills, Coimbatore production models of cars, bikes, and rally cars with imported and Indian motor parts under the guidance of P&B (Pathy and Brother) and Super Speeds. He radically altered road vehicles, one of which was the Premier Padmini (by Fiat). Another was the Datsun 510, which he raced in 1979 & 1980.

“Kari was behind starting Formula Maruti in 1987 and it remains the most affordable formula car to date, costing about $300 per race” Kari hailed from the illustrious Lakshmi Mills industrialist family of the textile city of Coimbatore. From a young age, Kari began showing talent in tinkering with machines. One of his first projects was building Yezdi Road King-engined singleseater, a go-kart with suspension. Though he was destined to be the director of Lakshmi Mills, motorsport always remained a significant part of his life. Despite having a rich and luxurious business life designated for him, he followed his passion at Jim Russell Racing School in the USA. After studying abroad, he returned to India and participated in his first race at Sholavaram Grand Prix Meet 1973. The lack of road machines dedicated to professional racing motivated him to build his own vehicles. In the 70’s he experimented with

Source: pbs.twimg.com Vicky Chandok with Kari Former FMSCI President, national racing driver, and Kari’s friend Vicky Chandhok recalls Kari as a kid in a candy store around imported engines. He had a nononsense, straightforward approach that helped him excel at everything he aspired to do and was always ready to share his knowledge and teach willing learners. He spared no time for timewasters, which kept him uninterested in the Federation meetings.

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Source: thebetterindia.com Kari driving a formula Atlantic Chevron B40 His first breakthrough was a single-seater rearengined Datsun special formula car with a spaceframe chassis and a Datsun engine built in 1980 and raced in 1981. He raced in Sholavaram and Barrackpore, where car number 65, Kari’s, dominated the track with a massive lead. These victories became his

stepping stone into designing and manufacturing a series of single-seater and two-seater formula cars. One of the highlights of his designs was a Sipani Dolphin installed with a Formula Ford engine giving it the best power to weight ratio, which won him the 1986 Karnataka Motorsports Club race.

Source: wikipedia.org Formula Maruti car

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Source: newindianexpress.com

The Formula Maruti project was one of Kari’s most important contributions to Indian motorsport, making race cars economical to own and run. The idea of Formula Maruti came into existence when Kari, B Viji, and Vicky Chandhok were discussing ideas at the weekend after the Sholavaram race in 1986. They struck a deal with Chairman R C Bhargava of Maruti to receive 35 mechanical kits of engines and gearboxes. Being the expert he is, Kari built 28 singleseaters in record time, which were launched in the Taj Hotel in Madras in 1987. Formula Maruti made its debut in 1988 at the Sholavaram race in Chennai. Top Indian racing drivers like Narain, Karun, and Armaan started their careers in the Formula Maruti series. Even though the series was discontinued in 2006, it remains the most affordable formula car to date, costing about $300 per race.

F1 driver Narain Karthikeyan

Kari’s mechanical mind wasn’t restricted to the roads but soared amongst the clouds as well. He established a small manufacturing plant near Coimbatore in 1989, where they built gliders using different engines like Rotax to export them to France, adventure units, and the Indian Army. They used to test their microlights on an airstrip nearby, which was later named after him as Kari Motor Speedway in 2014. Source: autocarindia.com

Kari motor speedway Many of us don’t get to live a full life, but here was a man who was endeavoring one of his passions even in his last moments. His contributions to Indian motorsports are instrumental and have stood out as an inspiration to many of today’s talents. I wonder how Indian autosports would be today had he been with us? Keeping his racing talents aside, his devotion to his only passion in life - autosports is awe-inspiring for today’s generation. Source: thebetterindia.com

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Source: nishantpromoters.com

Once Upon a Time in Noida by Akshay Kumar

“... it felt like a watershed moment for sports in India.”

As the noughties (2000-2009) ended, it felt like a watershed moment for sports in India. An F1 race is not easy to come by. The event is in the all-star league of sporting events. Karun Chandhok described it as the biggest sporting event ever held in India. This was not an exaggeration. An F1 race is not only a super sports event but a logistical beast. It is a walking circus with the latest

Source: motor1.com

It’s 2011, and India has reclaimed the ICC world cup. The country which had shed tears of heartbreak for so long has finally achieved the ultimate goal. Indeed this was to eclipse any other sporting event happening that year, but 2011 was not just any ordinary year. For Indian racing fans, it was the year Christmas came early. Karun Chandok, one of only two Indian drivers to ever race in F1

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“Buddh International Circuit was the final venue decided. The circuit located in Noida was considered ideal.” science and technology to showcase via cars and the fastest drivers to flaunt them. This opportunity would also demonstrate the competence of the country in hosting a global event. Murmurs of an F1 race in India had been there since the late 1990s. But real progress was made when the Indian Olympic Association finally made a proposition to Bernie Eccelstone, the CEO of F1, around 2007. The stage was set, and the anticipation was immense. The Buddh International Circuit was the final venue decided. The circuit located in Noida was considered an ideal spot. The proximity to Delhi and the Taj Mahal provided great opportunities for synergy with the tourism industry.

Hermann Tilke designed the circuit. There were sixteen corners peppered with short and fast turns along with elevation changes. The track itself was sound and appreciated by the drivers. Jaypee Group built the track for a price of 2000 crores with an impressive capacity of 110,000. The track was also supposed to accompany a “sports city,” a luxury gated colony for uber-rich clients. Property dealers never take a day off in this country. All this was to culminate in Noida becoming a significant hub to host yearlong events. This would have.” in turn created jobs and also put India on the map. For F1, this was an opportunity to get a slice of the much vaulted Indian market. A growing economy with much aspirational youth. The market seemed ripe for a global sports phenomenon to seize the

“This seemed too good to be true. And it was.” The start of the 2012 Indian Grand Prix

Source: faultliness.com 15

Source: en.espn.co.uk

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Just a glimpse of the celebrity attention that the event attracted moment and capture the attention of a nation. All this culminated in the first F1 Grand Prix to be hosted in India in October 2011. A festival was to be added to the pantheon of Indian festivals—a yearly celebration of speed, skill, and modernity. This seemed too good to be true. And it was. ` As October 2021 rolls in, the Indian Grand Prix feels like a fever dream of a crazed Indian F1 fan. The Grand Prix was last hosted in 2013 and won by Vettel. The 2014 race was postponed to 2015 and then to 2016. Then, like a date who never called back, India was stood up. Assurances were sounded, and a quick return was talked about. However, now in the cold light of day, it seems like the hopes and aspirations of 2011 have all but evaporated. New circuits have blossomed, new countries have snapped races and India feels left behind. So, where did it all go wrong? Why was a sporting franchise like F1 not able to consolidate their event, or was India never really concerned about F1 anyway?

The post mortem seems bleak. The Uttar Pradesh government deeming the sport as ‘entertainment’ led to a significant tax dispute. They were calling a sport that prides itself on producing cutting-edge technology and superhuman drivers entertainment. Yikes. I wonder how Bernie’s face convulsed at the thought of F1 racing being a “show.” FIA also loves their money as much as their pride; taxing them and adding insult to injury must have dealt a death blow to trust. But the dispute between the government and FIA pushed the race on the back burner. Many have pointed to the declining attendance, but only three races would not provide a big picture. Some say it was too early, and now India is better positioned to host such events. Karun Chandhok lamented the loss of a “fantastic opportunity” and explained that the event is unlikely to be resurrected

“Ten years later, hosting an F1 race seems like a distant dream now.”

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“F1 maybe could not gauge exactly where the core base was in this remarkably diverse country. ” without the government. The worst part is the race itself has become just a footnote in history. The sudden demise of the F1 dream is quite surprising and maybe a cautionary tale. India is a complicated market. In terms of numbers, it is massive but by no means homogenous. A business like F1 maybe could not gauge exactly where the core base was in this remarkably diverse country.

Source: ibtimes.co.in

Ten years later, hosting an F1 race seems like a distant dream now. Streaming is now becoming a significant source of income; FIA would not want to risk new

events without proper policy vetting. The sport has grown and expanded, unlike the Indian Grand Prix. As the Buddh International Circuit gathers dust hosting an odd few events, new races have been added. Some intellectuals point towards India’s developing status as a reality check for F1 dreams, but Brazil has hosted many F1 races. Brazil also suffers from inequality but has excellent traction for the sport. I guess producing a legendary driver who was eccentric helped the fanfare. Brazil also has a resident sport religion which would put any fandom to shame. Hosting a sports event is not only about economics or logistics.

“...the Buddh International Circuit gathers dust...” Cricket was envisaged as a gentleman’s game. A game for the elites until it entered India. The fascination for the sport spread like wildfire and also captured the imagination of a nation—one which was oppressed and under colonial rule. Indians should hate cricket, a symbol of the British Raj, but this country surprises everyone. A sport that organically grew its fanbase made sure it did not fall victim to any post-colonial resentment. Here lies a key to the puzzle. It’s not the money, the celebrities, or the sponsors who make a sports event. The fans are the life force of any sport. The Indian F1 fanbase, though growing, is nowhere near cricket. A cricket match canceled due to taxes would cause riots in India. As an old advertisement quipped, “somethings in life are priceless.” Capturing the imagination of a billionstrong nation was something even F1 could not engineer.

Sebastian Vettel won all 3 Indian Grand Prix, and even secured his 4th championship at the 2013 race

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High G-Force Crashes by Vikhyath Vagolu

Grosjean’s fiery crash aftermath

Source: thesportsrush.com

hat an absolute heater this year’s F1 championship is turning out to be. It’s a raging, grueling and intense battle for the ultimate prizes in motorsport, the Formula one World Drivers’ Championship, and the World Constructors Championship. The 2021 British Grand Prix saw a terrifying 51 G crash of Max Verstappen caused by Lewis Hamilton. It is regarded by many as what would be the deciding factor in the championship. With both the rivals battling it hard to retain or gain the lead, Hamilton’s front left tire contacted Verstappen’s rear right tire at the infamous Copse corner, which saw the Dutchman hurling towards the tire barrier at about 250 km/hr. It was a huge impact, and it completely totaled the car causing damages worth a whopping 1.8 million dollars! Although we root for our favorite drivers during the

“In every season, one in 7 drivers lost their lives” races, crashes like these put a sour taste in everyone’s mouth. The British fans rejoicing after Max walked out of the crash pretty much unscathed speaks volumes about the amount of G-forces the car and driver can sustain. In the post-war years, the dynamics of high G-force crashes weren’t understood well enough. In every season, one in 7 drivers lost their lives. Today’s latest developments keep racing and motorsport alive as most drivers walk out of potentially fatal accidents with minor injuries. A metric we often see pop up when a crash is described is the G-force of the impact. It gives us a clue about how fatal the collision is. But what is G-force? It is the amount of acceleration expressed in terms of the acceleration caused by the earth’s gravitational field. When someone experiences X Gs, they perceive that they weigh X times the amount of their body weight.

Max steps out of the car Source: formula1.com

Source: sportslumo.com

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“Speed does not kill. Inertia is what kills you” Why are most crashes measured in G-forces? The answer to this question is relatively straightforward. Speed does not kill. Inertia is what kills you. Suddenly slowing down to a standstill at speeds of around 300 km/hr has fatal consequences. When someone refers to accidents in terms of ‘G-force,’ they’re talking about deceleration. The rate of deceleration times the mass of the body indicates how much force acts on the body. In Max’s case, based on Top Gear’s analysis, an astonishing 3.6 tonnes of weight crushed him into the tire barrier at the time of impact. This force, however, acted on him for a brief period of approximately 0.1 seconds. Formula One drivers usually experience around 5 G while braking, 2 G while accelerating, and about 4 to 6 G while cornering. The human body can tolerate localized G-forces in the hundreds for a split second. This tolerance is why drivers are saved even after getting exposed to tens or hundreds of G-forces during accidents.

Lewis max wheel contact Motorsport, in general, is a hazardous activity. The drivers put their life on the line every time they get into an automobile to race. Serious high G force accidents are seen in almost every championship season. A few examples of recent high G-force accidents in Formula One include Valtteri Bottas’ 30 G crash at Imola 2021 and Roman Grosjean’s fiery crash at Bahrain 2020 with an estimated 67 G.

“...an astonishing 3.6 tonnes of weight crushed him into the tire barrier...” Valtteri Bottas’ crash aftermath Imola 2021 Source: skysports .com

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“The human body can tolerate localized G-forces in the hundreds for a split second”

Source: reddit .com

Formula One racing car driver David Purley survived an estimated 179.8 G in 1977 when he decelerated from 173 km/h to rest after his throttle got stuck wide open and the car crashed into a wall. Other racing formats have also recorded crashes of very high G-forces. NASCAR Sprint Cup driver Jeff Gordon experienced the third-highest ranked G-force crash recorded by NASCAR at the 2006 Pennsylvania 500 race at Pocono Raceway, measuring an unprecedented 64 G. The highest G force accident ever recorded in motorsport was of Indy Car driver Kenny Bräck. He crashed on lap 188 of the 2003 race at Texas Motor Speedway. Bräck was flung into the air at 200+ mph, causing him to hit a steel support beam for the catch fencing. According to Bräck’s site, his car recorded a whopping 214 G.

Jeff Gordon’s wrecked car

20motor1.com Source:

Graphics showing g forces experienced by drivers To this day, head injuries are the primary cause of fatality in motorsport. The head is loose compared to the torso (the part of the human body apart from the head, neck, and limbs), which is restrained in the car. In the event of a crash, the head and neck are allowed to move freely. When the torso is restrained heavily and the head whips, the high centrifugal forces can break the neck or the base of the skull. These forces depend on the duration of the crash pulse. With the crash duration faster than the blink of an eye, for the crash pulse period, the acceleration of the head is so great that the pressure built up is

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Source: hearstapps.com almost equal to the weight of the whole car. This enormous pressure causes the fatal injury known as the basilar skull fracture. To reduce the risk of this type of head injury, a safety restraint system known as the HANS (head and neck support) device was invented to reduce the risk of this type of head injury. The HANS device is a “U” shaped device with the back of the “U” sitting behind the neck, and the two arms lie

“...the fatal injury known as the basilar skull fracture.” flat along the top of the chest. The device is secured by the body of the driver and not the seat. The purpose of the HANS device is to keep the head from whipping in a crash without restricting the movement of the neck. In any crash, the seat belt decelerates the person’s body. The head maintains its velocity until the neck decelerates it. The HANS device holds the relative position of the head to the body, and transfers energy to the much stronger chest, torso, shoulder, seat belts, and seat as the head is decelerated.

“The HANS device holds the relative position of the head to the body...” Indy Car driver Richie Hearn survived an incredible 139 G crash. He credited the HANS device for saving his life, stating that he didn’t even have a headache. His survival is a true testament to the safety devices now implemented in all race cars and the triumph of the scientists and medics who have dedicated their work to protect drivers over the last three decades.

Kenny brack’s crash 214 G

Source: reddit.com

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Source: wallpaperbetter.com

Art of Defensive Driving By Yash Mitkari

t’s the 2021 Hungarian Grand Prix, and you’ve just seen 5 cars crash into each other. The race leader, Lewis Hamilton, has ended up 14th in the initial laps of the race. What follows is a serious comeback by Hamilton from 14th to 5th in his Mercedes W12, one of the faster cars on the circuit on any given day. The stage was all set for Hamilton to eye for his 100th Grand Prix victory, an unparalleled historic feat. But what followed next was pure racing class. It is lap 49 of 70, and Hamilton is now chasing Fernando Alonso- the ‘05 and ‘06 World Champion- who was running 4th in a slower Alpine car. For the next 10-15 laps, Alonso kept denying Hamilton a move over himself, blocking Hamilton’s every maneuver, every trick, showing a serious display of defensive driving at its best. Although Hamilton did get past Alonso in the 65th lap, that part of the race determined the result and gave us the 111th Grand Prix winner in Esteban Ocon, making Hamilton’s wait for a 100th Grand

“While defending a position on the straights involves breaking the tow of the attacking driver.” 22

“It’s essential to have a good exit speed from the corner since that becomes a deciding factor of your speeds in the straights.” Prix victory see the light of yet another day. This is what the art of defensive driving has to offer. In a competitive sport like racing, where you are neck and neck with your rivals, it’s not just about raw speed, attack, and gaining positions, but also about holding your position, not letting another driver pass you. Brace yourselves as I nerd out and explain the basics of this ‘art.’ Defensive driving is fun to watch when you know it will be neck and neck, but the drivers are in for a safe battle. So it becomes essential to abide by the rules here. First up, it’s important to be respectful to your fellow drivers and not play rashly in defending your position. Once a driver commits to a move, it’s important to give the fellow drivers enough room on the track and not force them out. And no wonky business in the braking zone (zones before corners

IIT BOMBAY RACING used for braking), it’s more likely that you’d end up with a crashed car and no points trying to overtake someone. Though contacts are fun to watch from a spectator’s perspective, they aren’t what race driving is supposed to be. Now let’s get into the dirt, shall we! The track is essentially made up of 2 segments: Straights and Corners. While defending a position on the straights involves breaking the tow of the attacking driver, defending around corners involves constricting your opponent’s race line and reducing their exit speed. When driving on the straights, cars generate tremendous speeds, which in turn results in high drag (air resistance), which can slow them down. So when a car does cut through the air, it creates a pocket of space behind itself which has reduced drag- called the slipstream. An attacking driver(the overtaker) would try to position himself in this region to gain an aerodynamic advantage called the ‘tow.’ Thus, as the defending driver, it’s our job to break the tow and not let them get the upper hand. That doesn’t mean maniacally weaving the track but rather holding them behind you till the next corner arrives. If at all the attacking driver gains pace

Source: uhdpaper.com

advantage and manages to overtake, the driver has to yield. Coming to the corners, some basic principles help you defend your position. Before that, some terminologies; The race line is an ideal line that a car should follow on the corner/corners to result in a perfect entry and exit. It’s essential to have a good exit speed from the corner since that becomes a deciding factor of your speeds in the straights. Going into the corner, we have an inside(or tight) line and an outside(or wide) line. While the inside line allows for a smaller distance, it restricts one to a lower speed. On the other hand, the outer racing line conserves the higher momentum but increases the distance. An ideal racing line is a mix of both these lines, from the outer line to the corner’s apex and back to the outer line. It allows you for a good entry as well as a good exit speed. These racing lines change depending upon what lies ahead of the corner, another corner, or a straight. Another vital region that needs to be kept in mind is the Braking zone, which is straight before a corner where one commits to braking. The Braking zone is a dynamic region and depends on the driver and how much he trusts the car and the tires. Here, the driver commits to a particular trajectory and should not deviate from it until the corner is approached.

MILESTONE

“The basic principle around corners is to compromise the attacking drivers’ racing line.” The basic principle around corners is to compromise the attacking drivers’ racing line, making it difficult to maintain momentum or position. While defending your position at a corner, you might be on the inside or outside with respect to the attacking car. We shall look at both these situations individually. Consider you (the defending driver) are on the inside line and are being chased. The attacking driver tries to attack from the outside as that is the only space available for him. You have 2 options here: commit to a trajectory in the braking zone from the inside to the outside to ‘squeeze’ the opponent into the slightest room possible, denying him the inside line

Source: 24 facebook.com/ MercedesAMGF1

and forcing him to yield. The other, if the attacking driver is ‘significantly alongside’ or just leading you into the corner, is to commit to the inside line and brake as late as possible and gain a pace advantage entering the corner while also constricting his rival’s race line. This does result in a lower exit speed, but you’ve certainly defended your position and live to fight another day. Similarly, when you are defending from the outside line, there are essentially 2 techniques to defend your position: either squeeze your opponent or hope

“Defensive driving essentially boils down to breaking the tow and restricting track area for a possible overtake.”

IIT BOMBAY RACING

Source: paradigmshiftracing.com

“Fernando Alonso displayed so beautifully in that race trying to defend Lewis Hamilton: he was the artist and his defensive driving, the ‘Art.” he makes a mistake. The first one involves following the ideal racing line through the corner, leaving just enough room on the inside for the other driver to squirm through, restricting him both space and speed. It’s essential to keep a check on the driver behind you to make sure that you have given enough space not to let him make contact with you. The latter case exists when you are outside and leading the battle into the corner, and the inside driver decides to push the brakes later. This gives him a

lead entering into the corner resulting in minimal exit speeds, and that is where the mistakes happen. A larger space is left on the corner, and so you can just keep following the ideal race line, resulting in a late entry but a good exit ahead of the attacker. Well, this is what defensive driving essentially boils down to breaking the tow and restricting track area for a possible overtake. These tricks certainly seem easier said than done once they have been dissected. That’s because they are. It’s difficult to expect these attacks together from the get-go. While some overtakes are strategizing laps ahead, some are just spontaneous. The leading driver has to defend against any attack thrown his way. Maybe that’s why we prefer to call it an ‘art’ and not just a certain skill. And that’s what Fernando Alonso displayed so beautifully in that race trying to defend Lewis Hamilton: he was the artist and his defensive driving, the ‘Art.’

MILESTONE Circuit Overview:

Buddh International Circuit

Source: http://wideanglevigilante.com/ wideanglevigi-

by Nikhil Challapalli

Located in the National Capital Region at Greater Noida, Uttar Pradesh, BIC is a 5.19km long racetrack designed by the German designer Hermann Tilke. As it turns out, he had a role in creating quite a few modern tracks, including Yas Marina, Istanbul park, COTA, Sochi, and the Marina-Bay street Circuit. While the likes of Istanbul Park and Marina-Bay circuit are a technical and aesthetic tour de force, the same can’t be said about the rest. Tilke has received his fair share of criticism for tracks with less overtaking opportunities and large run-off areas failing to penalize going off-track in the name of safety. Former World Champion Sir Jackie Stewart called them “carbon copies of each other,” and

frankly, it’s hard to disagree. Fortunately for us, The Buddh International Circuit was one of his best designs. While the initially announced 2009 Indian GP never happened due to delays that we are all too familiar with, 2011 officially marked the first year

“Fortunately for us, The Buddh International Circuit was one of his best designs” Source: carindia.in/

Long before the days of Drive to Survive, the F1 community in India was pretty niche. Motorsport in India has always been restricted to the privileged. Lack of popularity among the masses coupled with the unavailability of proper infrastructure meant that the barrier to entry was high. The Buddh International Circuit aimed to change that. A world-class racetrack in the middle of the country would be a gamechanger. The idea of a new market with a billion people was hard to pass, even for the guys at F1 Group. Soon enough, the then CEO of F1, Bernie Ecclestone, announced that F1 would be coming to India in 2009!

IIT BOMBAY RACING of the Indian Grand Prix. Sebastian Vettel, in his Redbull-Renault, ended up on the pole, led the race throughout the 60 laps, and secured the fastest lap, earning his first Grand Chelem. Seb won every Indian Grand Prix ever conducted, although there were only three of those. His 2013 Indian GP also sealed his fourth drivers’ Championship and Redbull’s fourth Constructors’ Championship, marking an era’s end. The drivers loved the circuit. It proved

“...roller-coaster ride with the large elevation changes...” to be the right mix of challenging race-able highspeed corners yet. The circuit has received praise from drivers like Lewis Hamilton, who compared it to SPA-Francorchamps. Now, that’s a comparison you’d want to hear! Sebastian Vettel compared it to a roller-coaster ride with the large elevation changes. No wonder they thought of SPA. Funnily enough, minutes into the first F1 session at the brand new track, a stray dog in the middle of the track meant the session was red-flagged.

Who wouldn’t have expected that!? Enough of the history. Let’s go around a lap of the track, shall we? The car setup for BIC is especially tricky, just like at Zandvoort. You need maximum downforce at the extremely slow turns 3 and 4 but minimal drag on the three long straights. The constant elevation changes throughout the circuit with up to 10% gradient at times will surely keep you on your toes at all times. You begin with full throttle towards turn 1 and brake late and hard. The wide track provides many overtaking opportunities, with the first one being at turn 1 itself. Then comes the almost 180o turn 3, the slowest one on the track. Getting back on the throttle, there’s a slight dip and then uphill again. It’s time to brake hard again, going from upwards of 300 km/hr to 100kmp without locking

“...the final sector is again full of fast and tricky turns ending in a hard braking zone at turn 16...” Source: theweek.

MILESTONE

“....feels like a cutpaste job, like many other circuits designed by Tilke....” Source: racefans.net

up for the second slowest corner of the circuit turn 4. Now comes the real fun - a set of 5 highspeed turns with the track wide enough for several overtaking opportunities. The following section is the most notable feature of the track - banked multiapex turns 10-12. They instantly remind you of Istanbul’s turn 8. While the Istanbul turn was anticlockwise and could almost be taken flat-out, the one at BIC is clockwise and a bit slower at 200 km/

“...The final sector is again full of fast and tricky turns ending...” Source: youtube.

hr (hard to call that slow!). The final sector is again full of fast and tricky turns ending in a hard braking zone at turn 16, going down from upwards of 250 kph to 100 km/hr and back on the finish straight. While there’s no doubt that the circuit is fun and challenging to drive, at times, it feels like a cut-paste job, like many other circuits designed by Tilke. The wide turn 1 with large run-off areas resembles many modern tracks like Bahrain. While overtaking is easier theoretically, I doubt we’ll see drama as good as the clashes at classic tracks like Monza and Silverstone. Turn 10-12 are effectively a carbon-copy of Istanbul with added elevation changes and turn 16 feels a lot similar to others at Bahrain, Shanghai. The large run-offs in the name of safety seem to take away the essence of racing, resulting in a much more muted experience.

Source: motorsport.com/

IIT BOMBAY RACING

Source: racefans.net

“...the large run-offs in the name of safety seem to take away the essence of racing, resulting in a much more experience...” However, due to lack of subsequent popularity and numerous tax issues, F1 never really caught up in India, and 2013 was the last F1 GP. BIC remains as a testament to how ruthless government policies can derail some of the most ambitious projects. On the brighter side, this makes the largely unused track an excellent place for track days to unleash your inner demons. Over the past few years, however, with the help of shows like Drive to Survive, F1 has seen a sudden surge in popularity all over India. The number of Indian athletes in motorsports is also at an all-time high. So who knows! We might get to watch the nextgen F1 cars in India sometime soon.

“We might get to watch the nextgen F1 cars in India sometime soon”

Source: motoroids.com

MILESTONE

Source: cannonplastec.com

How do Braking Systems actually work? by Ansh Thamke Did you ever wonder how different it would be if a car didn’t have brakes? There’s a short and intriguing story that I would like to share. Once in a Physics class, the teacher asked the students, “Why do we have brakes in a car?”. That question received various answers: “To stop”, “To reduce speed.”, “To avoid collisions,” etc., But the best response was “To enable you to drive faster.” Give it a thought. For a moment, assume you have no brakes in your car, then how fast will you drive your car? It is only because of brakes that we dare to accelerate, go fast, and reach the destinations we desire.

The braking system is a means by which artificial frictional resistance is applied to the moving member of a machine to stop the motion of the member. The braking system must enable the driver to decelerate the vehicle consistently and reliably at the maximum rate allowed by the traction limit of the tires.

“It is only because of brakes that we dare to accelerate....”

IIT BOMBAY RACING The system’s objectives are to convert the vehicle’s kinetic energy into thermal energy, allowing the car to decelerate optimally and safely. Since the only force acting on the car that drives it forward comes from the tire-ground interaction, the wheels rotate to make the movement happen.

The brake rotor is the most (not the only) responsible member to absorb the heat generated from the vehicle’s kinetic energy conversion to thermal energy. The force that presses the brake pads against the rotor is transferred from the brake pedal (most visible component) through hydraulic pressure.

“...convert the vehicle’s kinetic energy into thermal energy...” Source: checkmydream.com

The objective of the braking system is achieved by stopping the rotation of the wheels, which is done by pressing the brake pads, which are stationary with respect to the car, against the brake rotor that rotates along with the wheels, which in turn produces the frictional force that tends to decelerate the rotating wheels.

The major components common to every braking system of a car which aids in achieving the objectives are the pedal, master cylinders (where the pressure builds up from the driver’s force), brake fluid (through which pressure is transmitted), reservoir (which is the storage place for brake fluid), calipers (where the pressure is converted back to the required force), brake rotor (part of the braking system that rotates along with wheel assembly)

Components of a braking system

Source: blogmech.com

MILESTONE The working of the brakes of the car is quite simple. The driver of the car pushes the brake pedal to stop the car. This force gets conducted from the brake pedal to the master cylinders. The master cylinders are connected to the brake calipers via brake lines. These brake lines consist of brake fluid which helps conduct the forces from the master cylinders to the brake calipers. The brake calipers consist of pistons that get pushed by the brake fluids in the brake lines on one side. The other side of the pistons is in contact with the brake pads. Hence when the brake pedal is actuated, the brake pads get pushed. These brake pads then come in contact with the brake rotors, commonly known as brake discs. The friction between the pads and the discs generates heat energy, and hence the discs start to decelerate. This deceleration of the discs causes the wheels also to decelerate, and thus the car slows down. The brake systems used in the cars are usually hydraulic braking systems. These types of systems consist of force transmission from the pedal to the calipers through brake fluid.

Pascals Law

“The brake systems used in the cars are usually hydraulic braking systems.” The principle behind the working of these systems is Pascal’s Law. According to Pascal’s Law, a pressure change at any point in a confined incompressible fluid is transmitted throughout the fluid such that the same change occurs everywhere. We know that if the area of the cross-section increases for constant pressure, so does the force. Using this Law, the driver has to apply lesser forces onto the brake pedal than what is required for the actual braking.

Source: civilmint.com

IIT BOMBAY RACING

“...require much more braking force for the front tires than the rear ones” Various phenomena occur while braking, one of which is load transfer. Imagine yourself driving a car, and you suddenly press the brakes. You will find yourself moving forward due to the inertia of your body. The same happens for the parts of the car as well, due to which there is more load on the front than on the rear. This is called load transfer. This phenomenon plays quite a significant role in racing. Due to this load transfer, racing cars would require much more braking force for the front tires than the rear ones so that even braking is obtained. This is compensated using a simple part called the Balance Bar.

The Balance Bar is a small but essential part of the braking system when it comes to racing. The balance bar works on the principle of moments, and it helps distribute the driver’s force from the brake pedal to the front and the rear tires. This helps in compensation for the load transfer and maintains even braking. The brake system is hence quite a simple system and is still one of the key components of the car. Therefore having a good braking system is essential for a car, and its maintenance is a must; as George Carlin once said, “When you step on the Brakes, your life is in your foot’s hands.”

“When you step on the Brakes, your life is in your foot’s hands.”

33 Source: unsplash.com

MILESTONE

SPARK OF SUS Is Carbon’s

By Rishi K

ormula 1 recently announced the launch of its ‘drop in fuel’ to achieve the goal of Net Zero Carbon by 2030. Albeit the use of an E-10 fuel - a 90-10 mixture of fossil fuels and ethanol - has been mandated by FIA 2022 onwards, F1 is taking the lead in making IC engines fully sustainable. They aim to develop a 100% sustainable fuel by engaging with oil companies to implement it for commercial use. The

announcement read- ‘The 100% sustainable ‘drop-in fuel’ – meaning it can be used in a standard internal combustion engine without any modification to the engine itself – will be laboratory-created, using components that come from either a carbon capture scheme, municipal waste or non-food biomass, while achieving greenhouse gas emissions savings relative to fossil-derived petrol of at least 65%.’

IIT BOMBAY RACING

STAINABILITY run down?

Kanodia

www.formula1.com

‘It is a circular thing’ is how F1 CTO Pat Symbols Symonds stated it, ‘We are not producing any CO2 that is not already in the atmosphere at the moment; we’re taking it out of the atmosphere, we’re using it, and we’re pumping it back in the atmosphere.’ This is unlike the regular fossil fuels, which brings into picture more Co2 from the decomposed hydrocarbons from millions of years ago.’ When it comes to the recognition of electric

mobility in the world of motorsports, Formula E hasn’t gained much traction. This is partly because of the larger fanbase and the historically established institution that F1 has. Championships aside, we will discuss the commercial aspects of why this fuel would be groundbreaking and why ethanol blending in India deserves a chance despite the growing EV trends.

MILESTONE Outlook for annual Global Passenger-car and light-duty vehicle sales, to 2030

www.deloitte.com The increasing projected share of Electric vehicles in motor vehicle sales (~30% by 2030 ) might be a piece of reassuring news to us Eco freaks. We need to realize the substantial difference in where we are versus what we need to achieve. The Li-ion batteries used in EVs are composed of rare minerals like Lithium, Manganese, Nickel, and Cobalt. Due to human rights abuse in Congo, the bottleneck is the mining of Cobalt, replacement of which is currently under intensive studies among the scientific and automobile community. Regardless, it is projected that the total production capacity of the world’s lithium-ion battery factories will increase from some 290 GWh in 2018 to around 2TWh in 2030. Thus, even if the production capacity of batteries is not a cornerstone problem, the EV industry still has a boatload of hurdles in its way to attain market dominance. More about the drawbacks of EV adaptation in the next article of this series!

“On an average, an IC engine-run motor vehicle consumes 8257 kWh of energy annually compared to just 4000 kWh/ year consumed by an Electric Vehicle.” 36

Netherlands Top for Electric Vehicle Charger Density

www.forbes.com However, in a developing country like India, the selling point of high efficiency is always hindered by the loss of comfort and affordability, such as low driving distances and high one-time costs. Even if the general populace catches up on the environmental goals, fossil fuels can still not be pushed out of the market. Freight vehicles - which include goods transfer - make up for a whopping 39% of the consumption of approximately 20.7 billion barrels of oil per year. Yes, you read it right. Globally, we consume almost 56 million barrels worth of fossil fuels, that is 96 Terawatt Hours of energy each day just for transportation purposes. Electric vehicles would find it hard to penetrate this segment because of the tight supply chains. Air and marine transport make up almost 20% of the net consumption, wherein fossil fuels are nearly impossible to replace.

IIT BOMBAY RACING Global Globalfossil fossilfuel fuelconsumption consumption

Global primary energy consumption by fossil fuel source, measured in terawatt-hours (TWh).

120,000 TWh

Gas

100,000 TWh

80,000 TWh Oil

60,000 TWh

40,000 TWh Coal

20,000 TWh

0 TWh

1800

1850

1900

1950

2019

www.ourworldindata.org

Source: Vaclav Smil (2017). Energy Transitions: Global and National Perspective & BP Statistical Review of World Energy OurWorldInData.org/fossil-fuels/ • CC BY

“Globally, the transportation sector leads to 29% of greenhouse emissions.”

Air pollution due to fossil fuels causes the death of nearly 3.61 million people every year. Close to 50% of this figure comes from East Asia. IF the new fuel promises to deliver 65% savings in emissions compared

Air pollution deaths from fossil fuels, 2015

www.ourworldindata.org

MILESTONE

Fossil consumption per capita, World World Fossilfuel fuel consumption per capita, 8,000 kWh 7,000 kWh 6,000 kWh 5,000 kWh 4,000 kWh 3,000 kWh 2,000 kWh 1,000 kWh 0 kWh

1965 1970

1980

1990

2000

Source: BPit Statistical oflead World Energy & India UN Population Division to fossil fuels, can be arguedReview that it will to a 10% has a total of 295 million registered motor vehicles as of 2018. The Ministry of Road Transportation and decrease in the number of deaths. Groundbreaking right? Fossil fuel has found an unabating need in the lives of the modern Homosapien. We are petrified that it will cease to exist one day, yet we are dreadful of what it does to us every day we use it. Also, the production numbers are not dismal after all. Due to our consistent efforts and investment in this sector, the production capacity stands close to 27.7 billion barrels of oil and 10.5 billion cubic meters of natural gas every year. That amounts to 87000 TeraWatt Hours of energy we extract from fossil fuels every year.

“India is the thirdlargest user of transport automobiles in the world but 70% of its transport energy need is fulfilled by importing fossil fuels.”

IIT BOMBAY RACING

Oil

Coal Gas

Highways in India, like many other nations, is framing policies to promote the use of clean fuels to meet its carbon reduction target, as per its commitment under the Paris Climate Agreement. India has targeted a 20% ethanol blend with gasoline by 2025. The mixture reduces CO2 emissions by burning more homogeneously. Since, the mixture reduces engine efficiency, but also leads to its life shortage, the automakers need to calibrate their engine to be fuel flexible for keeping the spark alive.

Presently, India has achieved 7.89% blending which is close to its ambitious target of E10 fuel supply by 2022. This increase in ethanol content has reduced the emissions of some regulated pollutants such as CO, HC, and CO2. However, it has also become necessary to monitor the production process of Ethanol, which directly yields an impact on the net emission of greenhouse gases due to its production and consumption.

2010

2019

www.ourworldindata.org

OurWorldInData.org/fossil-fuels • CC BY

India’s Ethanol Blending Rate

Currently, we are standing on a surplus of fossil fuels. Thus, a question needs to be asked here, are the projected numbers for EV achievable? What marketing strategies would companies undertake to change the ecosystem they lobbied? Would every country be as firm as the EU in adopting sustainability goals and passing the appropriate legislation? Would we not use fossil fuels if CVs remain to be cheaper than their EV-counterparts? There’s no shortage of gas because we do have a surplus, right. Worried about Lithium? That’s for Chile and policymakers to decide.

www.spglobal.com

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