The subtitle on the company logo is “Development in the Digital Domain” and after a while of talking to Wirth, you understand how his philosophy runs through everything he does. Nick Wirth himself has been involved in the world of motor sport for most of his working life, starting his career as an aerodynamicist at March, and founding the Simtek Formula 1 team in 1993. From 1996 until 1999 he worked as Chief Designer at the Benetton F1 team, but then branched out to found RoboScience, where he created the RS-01 – the world’s largest and most advanced commercial, legged robot.
Wirth Research came into being just ten years ago, initially to provide technical support not only in the Formula 1 arena but also to manufacturers and independent teams in other motor sport disciplines. Wirth is clearly a visionary, but like most intelligent people, is able to see the patently obvious when others seem myopic.
Wirth has a telling motto, which encompasses all the undertakings of his company. It is a sublime case of, not to put too fine a point on it, stating the bleedin' obvious, but I would nevertheless advise you to mull it over a couple of times before reading on:
“To develop the performance of a product substantially beyond the level at which a manufacturer has supplied it
the application of technologies substantially more advanced than those used to design it.”
The first successes for Wirth Research were not slow in coming. Undertaking chassis development for the Honda Performance Development arm of Honda in the USA, he helped Honda to win the 2004 and 2005 IRL driver’s championships, as well as the Indianapolis 500 in 2004 and 2005.
Interestingly, Wirth relates that Honda’s focus was not Indy, however. Nor was it the IRL championship. It was to win at Motegi. For Honda, a win at Motegi was that important. Wirth believes, with the benefit of hindsight, that Honda was too successful at Indycars. “Everyone needs to have their day in the sun,” he says, “and even if we were doing a better job than anyone else, it damaged the reputation of the series that we were so dominant.”
However, the reputation of Wirth Research was only enhanced, as far as Honda was concerned, and after some encouragement from Wirth himself, they commissioned the build of an LMP2 sportscar, using the upmarket US Honda brand name of Acura to compete in the 2007 American Le Mans Series. An indication that Nick and his team knew what they were doing was the fact that the Acura ARX-01a won its class first time out in the 12 hours of Sebring.
For 2009, Wirth Research moved up to the LMP1 class with the ARX02-a, and amazingly took pole position on its debut at Sebring, against the might of the works Peugeot and Audi teams. The car was the first LMP1 car to make use of the large front wheels (although Audi and Peugeot later had the benefit of bespoke tyres on the front wheels – the Acura had to make do with using rear tyres on the front). It also pioneered the ‘swan’s neck’ rear wing mounting – another design feature of which Nick is justifiably proud. Eight outright wins came the way of the HPD (now no longer called an Acura), on the way to the 2009 ALMS title.
In 2010, the lure of Formula 1 called Wirth again, and having won a slot on the F1 entry list, intended to build a ‘cost-capped’ car for the World Championship. The Virgin Racing VR-01 was designed entirely using ‘virtual engineering technology’, CFD (Computational Fluid Dynamics), and in many ways was the epitome of what Wirth Research, and Nick in particular sees as the perfect way to design a car.
“No parts ever get produced, no wind tunnel testing is necessary, we develop the whole thing using software,” he says. “We do aero work using a virtual wind tunnel - that way you don't need to create a model of the car first.” What he doesn’t say explicitly, but one can tell that the fact grieves him, is that it wouldn’t be possible, under the current F1 regulations to spend as much on CFD and computer simulation as Wirth Research currently does in the production of the ARX series of sports-prototypes.
The piece de resistance of the visit, and to some extent the final piece in the jigsaw of the virtual development environment, is the aforementioned simulator. This means that a driver can drive the car on the race-track, before the car is even built! A great deal of work has gone into the development of the tyre simulation – an area of technology that many similar simulators cannot deal with. MuriTyre (Multi-ribbed Tyre) simulates the performance of the tyre across its entire tread width, enabling the driver to experience, in the simulator, the behaviour of different tyre compounds.
The simulator, can, of course, be set up to ‘be’ a different car as required – the configuration that I tried was an LMP2 HPD, on the Mid Ohio circuit. Jonny Kane was on hand to provide coaching, guidance and general information. He didn’t provide the details, but he did let slip that the simulator could be configured to provide different levels of grip depending which part of the circuit you were on – enabling the driver to be on a ‘drying track’ for example. The grass was also, he said, just about as grippy as the track, so minor offs were easier to control. Hitting the wall at 100mph, though, as I did, meant the use of the only non-standard button on the steering wheel – a white reset button: but at least there was no expensive bill to pay or visit to the hospital to make.
Setting up information for a new track is painstaking, but glorious in the detail to which Wirth Research goes. There is a team of surveyors that hire the track for, on average two days, and they go around with laser imaging cameras to record every detail of the surroundings, the track layout, fences, trees and so on. The track surface itself is laser-scanned, so that different grip characteristics of different surfaces can be modelled, along with detailed analysis of the kerbs, so drivers know where they can use the extremities of the track.
Unfortunately, I have never been to Mid Ohio, nor have I ever driven anything remotely similar to an LMP2 car, so my evaluation of whether it was a good simulation of the real thing is not really relevant. It was, though, a great deal of fun: I had Jonny’s calm voice in the ear patiently telling me that I needed to shift down, and my ten minutes at the wheel, were, he said very consistent. Consistently slow, I said; and he was too kind to agree, but we were able to look at data traces to see where I was earlier on the brakes and later on the throttle than he was.
Given more time, I’m sure I could have improved, but the aim of the exercise was not to turn me into a racing driver, rather it was to show me Wirth’s capabilities, of which we barely scratched the surface.
Another notable development is Emersio, which is a head-mounted display, enabling the wearer to view and interact with objects in the room (or pit garage) with you. A simple example would be to illustrate the pick-up points for removing the nose-cone. Like many of Wirth Research’s innovations, this is not something that is specifically geared to motor racing. It would be entirely feasible for Emersio to be used for dismantling a washing machine, or constructing flat-pack furniture.
And this is why Wirth Research is such an exciting place right now, as it branches into architecture, transport and some very hush-hush stuff for Lockheed Martin for the US military. You come away, quite frankly, reeling from it all, and yet you know that Nick Wirth has let you see only a tiny bit of what is going on in his head.
In terms of motor-racing, he is committed to sportscar racing work, and it would seem that Honda is committed to Wirth. It would be easy to put two and two together, which is not what we were invited to Wirth Research to do; however, anything that involves a chassis with a Honda badge in sportscar racing in the next year or two will be worth watching. Whether it is the United Sportscar Championship in the USA, or the World Endurance Championship, you can be sure that Nick Wirth and his team have a winning reputation to build on.