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300 kW Green GT prototype – Click above for high-res image gallery

We couldn't help but be impressed by the Green GT Le Mans Prototype-style racer when it first surfaced back in the Spring of 2009. It was just as awe-inspiring when its drivetrain found its way beneath the very sexy bodywork of the Citroën Survolt. Now, with none less than the president of the FIA Jean Todt on hand, the team behind the green machine has just revealed a new updated version.

The difference between this one and the original? Amongst the many upgrades – including a much-improved paint scheme – is more power. The twin rear-mounted motors can now kick out a peak 408 horsepower (300 kW) which they calculate can push the car past 180 miles per hour (290 km/h). That's a 50 percent improvement. Besides offering straight line speed, software-controlled torque vectoring should help it wend its way around the bends with less fuss.

The energy storage system also received a lot of attention. It now holds 31 kilowatt-hours within a more powerful, liquid-cooled battery that sits in a flameproof, crash-absorbing enclosure made from aerospace composites and equipped with a fire-suppression system. While we don't expect to see this one-of-a-kind prototype in serious competition any time soon, it could easily serve as the blueprint for future track attackers.


300 kW Green GT prototype
  • 300 kW Green GT prototype

[Source: Green GT / Le Buzz Auto]


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  • 18 Comments
      • 4 Years Ago
      Specs please!! Pretty please!!! :-)

      Tell them to quit teasing us and tell us how much it weighs. How long it can run. What kind of transmission is it using. Do they have any lap times at well known tracks.

      I love racing and want to see what it can do to drive EV tech forward at a rapid pace.
        • 4 Years Ago
        Thank you Domenick!

        Yes, I assumed you were giving us all the specs they gave you so I was really making a rhetorical plea to the Green GT guys to keep the cool news coming!

        :-)
        • 4 Years Ago
        I published most of the details available so far except weight (oops!), which is 980 kg (2160 lbs).

        Transmission-wise they say, "independent lightweight differential with torque vectoring (patent pending)". Which I take to mean they have gear-reduction drives for each rear wheel and motor. (ie. Each rear wheel has a motor that goes through a gear reduction set-up) Software can control the speed of each separately.

        No lap times or performance figures except the 180+mph figure. I imagine we'll see some numbers (and hopefully some video) eventually. The battery-safety systems, I believe, were put in place specifically to allow it to make FIA event appearances, though those will likely be more demonstrative in nature rather than competitive.
        • 4 Years Ago
        it should be formula 1 that goes electric and simply swap batteries in pit stops. no need to limit race length to battery capacity.
        it's obvious, it's easy. all racing should be like that

        ICE is dead. long live batteries
      • 4 Years Ago
      There's not much evidence of the claimed performance.

      The Survolt had decent top speed but the acceleration was fairly unimpressive.
      • 4 Years Ago
      What kind of fire system is used on what I could guess is a chemical fire?...when a cell runs away and lets the magic smoke out.
      • 4 Years Ago
      Racing is what is going to drive EV technology forward at a faster pace. What has to happen is the big companies like NIssan, Mitsubishi, GM etc have to be encouraged to get involved in racing their EV tech. Then you will see innovation move forward at break neck speeds to get the advantage on the track.

      G
        • 4 Years Ago
        Absolutely! An EV sprint series where a 30 minute run is common would be perfect. They could increase the time by 5-7 minutes every year until they start approaching Formula 1 times (about an hour and a half of run time).
          • 4 Years Ago
          You clearly have the same idea as us Dave D :) The EV Cup races will last 20-30 minutes and this years series will feature three distinct classes of electric racers. For more information go to: www.evcup.com http://www.facebook.com/pages/EV-Cup/247086992070#!/pages/EV-Cup/247086992070?sk=info http://twitter.com/#!/EVCUP
      • 4 Years Ago
      it looks the part and I'm sure it moves but I'm not sure the front is actually as aerodynamic as could be. it's like a linear snow shovel blade, lifts the air up fairly dramatically and because it's linear the air can't roll off the body to the sides like on a dolphin. it might create a lot of downforce at high speed though so maybe that's what they are thinking.
      the front also compresses the air flow into those narrow tunnels, that's probably quite bad aerodynamics.
      the Ariel Atom has a Cd of 0.7, the sailfish has a Cd of 0.0075 (size independent coefficients) no small difference
        • 4 Years Ago
        Says Aerodynamics. If you have a Venturi tunnel with equal inlet and exit areas, and you ignore viscous effects, i.e. skin friction, the pressure at the exit of the Venturi will be equal to the pressure at the inlet, for a zero pressure difference, i.e. zero drag. Now, in the real world those effects exist, so exit pressure is lower than inlet pressure, resulting in some drag. AKA, exactly what Jason said.

        If you want a source, look at "Fundamentals of Aerodynamics" by John D. Anderson, 4th Edition, page 204.
        • 4 Years Ago
        Jason, you really think a venturi tunnel has no drag..
        • 4 Years Ago
        well some truth to that although a bonneville spear wont turn well in corners for reasons other than lack of downforce
        • 4 Years Ago
        says who? I'd think that's as wrong as it gets
        • 4 Years Ago
        A perfectly designed venturi tunnel (or tube) has net zero form drag.
        • 4 Years Ago
        I only found a 3rd edition and I think what you refer to is on page 184. it seems to make some crude assumptions that can't be entirely valid and even with inviscid flow I'd expect some blocking turbulence but the ideal case is interesting. a rather substantial obstacle slipping through the fluid with very little disruption because of the pseudo symmetric reversal.
        and it doesn't seem to be limited to a venturi pipe. the sailfish Cd of 0.0075 is so close to nil compared to typical cars that a near perfect flow must be possible. that you can slip a very large body through the fluid as long as there is a smooth easing of the compression afterwards where the fluid can push it forward.
        something interesting came of a jason comment. has to be a first : )

        in the case of this racer the 'tunnels' have no backside so they don't regain the loss but even the compression stage might not be as bad as I thought.. I need to code a CFD to explore these things.
        • 4 Years Ago
        The front end is definitely NOT designed for lowest drag - it's designed for downforce - just like that huge wing over the rear wheels.

        On a racetrack where the car has to go around corners, you need additional downforce to get around the fastest - otherwise all race cars would be designed with the lowest drag coefficient as possible and look a lot more like Bonneville Salt Flats top-speed cars.
        • 4 Years Ago
        "the front also compresses the air flow into those narrow tunnels, that's probably quite bad aerodynamics."

        No, it's not. Without taking into account friction (which is present regardless of design), accelerating the flow to a higher pressure and slowing it back down to the same inlet pressure using a venturi tunnel (that's what I'm assuming these are) will give you net zero drag.

        Also, this is not compressible flow, so you're not "compressing" anything. You don't see that until just over Mach 0.3.
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